World Aircraft Sales Magazine April 2014

FC Jetcraft April 2014_FC December 06 19/03/2014 11:28 Page 1

WORLD

www.AvBuyer.com ™

The global marketplace for business aviation

April 2014

A wide variety of Globals. For a wide variety of destinations.

Jetcraft is pleased to present the following exceptional Global opportunities: · Global 6000 - 2014 and 2015 availability · Global XRS - Seven to choose from

· Global 5000 - Six to choose from (including Visions!) · Global Express - Four to choose from

See pages 32 - 33 for further details

Business Aviation & The Boardroom: pages 16 - 63

an AvBuyer.com Publication

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AC Index April 20/03/2014 16:03 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS AIRCRAFT

PAGE

AIRBUS A318 . . . . . . . . . . 50, A318 Elite. . . . . . 156, A319 CJ . . . . . . . 32, 101, ACJ 318 . . . . . . . 87, 130, 131,

BOEING/MCDONNELL DOUGLAS

AIRCRAFT

PAGE

CJ2+ . . . . . . . . . . 12, CJ3. . . . . . . . . . . . 12, 24, 28, 44, 47, 55, . . . . . . . . . . . . . . . 99, 101, M2 ..............12, Bravo . . . . . . . . . 13, 28, 37, 52, 134, Encore . . . . . . . . 13, Mustang . . . . . . . 12, 52, 101, 151, Sovereign. . . . . . 12, 20, 28, 47, 55, 56, . . . . . . . . . . . . . . . 73, 105, T18ST . . . . . . . . . . .31, T206H StationAir .31, Ultra . . . . . . . . . . 13, 132,

BBJ . . . . . . . . . . . 34, 46, 47, 51, BBJ II . . . . . . . . . 34, BBJ III . . . . . . . . . 47, CRJ 200 LR. . . . . 156, Super727 200 VIP ..47, MD-DC-8 VIP. . . 47, MD-87 . . . . . . . . . 149,

Conquest

BOMBARDIER

CIRRUS

Global 5000 . . . . 7, 10, 20, 23, 32, 33, . . . . . . . . . . . . . . . 53, 61, 105, 156, Global 6000 . . . . 156, Global Express . 10, 23, 33, 46, 50, . . . . . . . . . . . . . . . 51, 87, 101, 140, 156 Global Express XRS..33, 35, 79, 109, . . . . . . . . . . . . . . . 156,

SR22 G3 GTS Turbo...31,

Challenger 300 . . . . . . . . . . . 11, 32, 61, 115, 141, . . . . . . . . . . . . . . . 149, 156, 601-1A . . . . . . . . 55, 601-3A . . . . . . . . 50, 128, 601-3R . . . . . . . . 49, 604 . . . . . . . . . . . 12, 32, 47, 49, 69, . . . . . . . . . . . . . . . 156, 605 . . . . . . . . . . . 7, 32, 56, 79, 101, . . . . . . . . . . . . . . . 156, 850 . . . . . . . . . . 32, 850ER . . . . . . . . 156,

Learjet 31ER . . . . . . . . . . 45, 53, 35A . . . . . . . . . . . 45, 97, 36A . . . . . . . . . . . 150, 40 . . . . . . . . . . . . 56, 101, 40XR . . . . . . . . . . 133, 45 . . . . . . . . . . . . 49, 45BR . . . . . . . . . . 97, 45XR . . . . . . . . . . 47, 49, 135, 55 . . . . . . . . . . . . 55, 60 . . . . . . . . . . . . 28, 49, 50, 51, 53, 73 60SE . . . . . . . . . . 53, 60XR . . . . . . . . . . 33, 49, 56, 156,

CESSNA Citation ISP . . . . . . . . . . . 44, II. . . . . . . . . . . . . . 20, 31, 44, 52, 138, IISP . . . . . . . . . . . 52, III . . . . . . . . . . . . . 44, 52, 55, 128, 139, X . . . . . . . . . . . . . 12, 49, 69, 149, XL . . . . . . . . . . . . 105, XLS . . . . . . . . . . . 105, 151, XLS+ . . . . . . . . . . 61, 144, CJ1. . . . . . . . . . . . 12, 61, CJ1+ . . . . . . . . . . 32, CJ2. . . . . . . . . . . . . 12, 31, 47, 52, 99, 101

I . . . . . . . . . . . . . . 31,

Grand Caravan Executive Caravan..47,

EMBRAER EMB-135LR . . . . 46, ERJ-145 . . . . . . . 47, Legacy 500 . . . . 20, 156, Legacy 600 . . . . 47, 69, Legacy 650 . . . . 87, Lineage. . . . . . . . 47, 51, Phenom 100 . . . 13, 97, 107, Phenom 300 . . . 56,

FAIRCHILD DORNIER

AIRCRAFT

PAGE

150 . . . . . . . . . . . 40, 105, 109, 200 . . . . . . . . . . . 7, 24, 40, 52, 55, 69, . . . . . . . . . . . . . . . 97, 147, 155, 156, 450 . . . . . . . . . . . 7, 10, 20, 41, 46, 79, . . . . . . . . . . . . . . . 105, 156, 550 . . . . . . . . . . . 7, 23, 41, 47, 61, 79, . . . . . . . . . . . . . . . 105, 142, 145, 156,

HAWKER BEECHCRAFT

AIRCRAFT

PAGE

TBM 900. . . . . . . 37,

HELICOPTERS AGUSTAWESTLAND A109 E Power . . 14, 61, A109S Grand. . . 14, 25, Koala. . . . . . . . . . 105, A119 KE . . . . . . . 101,

Beechcraft RK-194 . . . . . . . . 37, 400 . . . . . . . . . . . 52, 400A . . . . . . . . . . 13, 37, 52, Premier 1A. . . . . 97,

King Air 350 . . . . . . . . . . . 20, 24, 53, 101, 105, . . . . . . . . . . . . . . . 109, B200 . . . . . . . . . . 28, 45, 49, 105, 109, C90 . . . . . . . . . . . 101, 105, C90B . . . . . . . . . . 13, 37, 45, 61, F90-1. . . . . . . . . . 87,

Hawker 400XP . . . . . . . . . 49, 52, 56, 105, 4000 . . . . . . . . . . 13, 49, 750 . . . . . . . . . . . 105, 800A . . . . . . . . . . 13, 44, 53, 109, 149, 800XP . . . . . . . . . 7, 20, 28, 49, 56, 69, . . . . . . . . . . . . . . . 105, 137, 149, 850XP . . . . . . . . . 105, 900XP . . . . . . . . . 13, 105, 151, 1000B . . . . . . . . . 156,

BELL 206 L4. . . . . . . . . 150, 212 . . . . . . . . . . . 150, 222 UT . . . . . . . . 14, 230 . . . . . . . . . . . 14, 101, 407 . . . . . . . . . . . 14, 49, 412 EMS . . . . . . 150, 429 . . . . . . . . . . . 14, 50,

EUROCOPTER AS 350 B3 . . . . . 101, AS 355 N . . . . . . 101, AS 355 F2 . . . . . 47, AS 365 N3 . . . . . 14, BK 117C1. . . . . . 101, EC 120 . . . . . . . . 97, EC 130 B4 . . . . . 61, EC 135 P1 . . . . . 14, EC 135 P2+ . . . . 105, EC 135 T2 . . . . . 25,

MCDONNELL DOUGLAS

328 . . . . . . . . . . . 31,

IAI

FALCON JET

Astra 1125 . . . . . 5, Westwind II . . . . 51,

7X . . . . . . . . . . . . 3, 79, 101, 154, 10 . . . . . . . . . . . . 52, 20F . . . . . . . . . . . 97, 155, 50 . . . . . . . . . . . . 11, 25, 44, 52, 56, . . . . . . . . . . . . . . . . . 73, 101, 143, 154, 155 50-4. . . . . . . . . . . 154, 50EX . . . . . . . . . . 11, 44, 154, 155, 900B . . . . . . . . . . 3, 20, 47, 49, 61, 101, . . . . . . . . . . . . . . . 154, 155, 900C . . . . . . . . . . 11, 38, 44, 115, 154, . . . . . . . . . . . . . . . 155, 900DX . . . . . . . . . 32, 900EX . . . . . . . . . 23, 32, 35, 154, 900EX EASy . . . 3, 154, 155, 156, 900LX . . . . . . . . . 3, 11, 2000 . . . . . . . . . . 3, 11, 35, 39, 47, 52, . . . . . . . . . . . . . . . 73, 79, 101, 2000EX. . . . . . . . 115, 2000EXEASy . . 55, 73, 156, 2000LX . . . . . . . . 87, 2000S . . . . . . . . 11,

04.14

MD 600N . . . . . . 105,

ROBINSON

NEXTANT

R44 Raven II . . . 151,

400XT . . . . . . . . . 56,

SIKORSKY

PIAGGIO

S76C+. . . . . . . . . 25, 147, S-76C++ . . . . . . 35, S-92 . . . . . . . . . .

Avanti . . . . . . . . . 43, Avanti II . . . . . . . 97, Avanti P180 . . . . 49,

PILATUS PC12-45 . . . . . . . 53, 107, PC12-47E . . . . . . 5,

PIPER Cheyenne IIXL . 52, 107, Meridian . . . . . . . 45,

PZL

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Avionics . . . . . . . . . . . . . . . . 91, Aircraft Engine /Support . 123 Aircraft Perf & Specs . . . . . 103, 123, . . . . . . . . . . . . . . . . . . . . . . . . 126 Aircraft Title/Registry . . . . 117, 119, Ground Handling . . . . . . . . 123 Photography . . . . . . . . . . . . 123

M28 Skytruck . . 107,

GULFSTREAM

SABRELINER

IV . . . . . . . . . . . . . 10, 24, 49, 50, 51, . . . . . . . . . . . . . . . 69, 97, IVSP . . . . . . . . . . 10, 24, 28, 33, 40, 47, . . . . . . . . . . . . . . . 49, 69, 136, 156, V. . . . . . . . . . . . . . 10, 40, 41, 57, 69, 100 . . . . . . . . . . . 55, 105,

65 . . . . . . . . . . . . 52,

SOCATA TBM 700A . . . . . 107, TBM 700B . . . . . 53, TBM 850. . . . . . . 107, 146,

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The global marketplace for business aviation News - Aircraft listings - Editorial WORLD AIRCRAFT SALES MAGAZINE IS A MEMBER OF THE FOLLOWING ORGANISATIONS: Aircraft Electronics Association (AEA) - British Business and General Aviation Association (BBGA) British Helicopter Association (BHA) - European Business Aviation Association (EBAA) Helicopter Association International (HAI) - National Aircraft Finance Association (NAFA) National Aircraft Resale Association (NARA) - National Business Aviation Association (NBAA)

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

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Contents

Volume 18, Issue 4 – April 2014

Featured Articles Business Aviation and the Boardroom 16

Share Your Experiences: It’s essential to actively communicate to associates, opinion leaders and friends just how important Business Aviation is to our nation.

18

A Valuable Resource: Often misunderstood by those not directly involved, business aircraft are productivity tools of well managed and respected companies.

22

How Many Pilots: Many Flight Departments employ too few pilots. How can the Board know how many is the right number for their Business Aviation operation?

30

16

Metrics & Measurements of BizAv: Basic parameters required to manage an enterprise also apply to your company’s flight department. Discover how…

42

Separating Fact from Fiction: A realistic view of today’s market for preowned business aircraft that seeks to separate fact from fiction regarding recovery.

54

Business Aircraft Ownership & Operations: A two-part study of the common mistakes Boards make in connection with the acquisition and operation of business aircraft.

60

Turboprop Value: A look at the benefits of Turboprops, and a listing of values for the models built over the last 20 years.

64

Main Features 64

Flight Dept. Management Skills – Self-Management: Self-knowledge and selfmanagement are about looking on the inside and showing your best on the outside.

Think success.

66

Flight Dept. Management Skills – NBAA Leadership Conference: A summary of the highlights from the recent NBAA Leadership Conference.

68

Aircraft Comparative Analysis – Bombardier Challenger 300: How does the performance of the Challenger 300 stand up against the Gulfstream G200?

80

Plane Sense on Cabin Avionics – Cabin Avionics for Aircraft Buyers: Ways the prospective buyer of an aircraft can check the cabin avionics match their needs.

86

Plane Sense on Cabin Avionics – Aviation Routers: Brian Wilson outlines how the router – the hub of your aircraft cabin system - is smarter than you may think.

90

Plane Sense on Cabin Avionics – CFO-Friendly Installations: Owners of smaller aircraft had difficulty justifying the cost of broadband systems. Until recently…

95

Plane Sense on Cabin Avionics – Cabin Power & Today’s Electronics: Things to consider when ensuring appropriate power for all your cabin gadgets.

100

Dealer-Broker Market Update: Dave Higdon asks, ‘Is this a slow-motion rebound?’ Dealers and brokers report their phones are ringing with serious shoppers…

104

114

GAMA 2013 Year-End Shipment Analysis/Report: Mike Potts reflects that the GAMA aircraft shipment numbers show a ‘pretty good year, but not yet a great one’.

Read why…

Global Markets – Asia-Pacific: Mike Vines gives a round-up of Business Aviation news from the Singapore Airshow and the wider Asia-Pacific region.

Advertising Enquiries see Page 8

www.AvBuyer.com

90 Regular Features 15 74 78 96 98 120 125

Wichita Insider Aircraft Performance & Specifications Viewpoint Aviation Leadership Roundtable Pre-Owned Aircraft Sales Trends JETNET >>KNOW MORE Market Indicators

Next Month’s Issue Business Aviation and the Boardroom The Pilot Shortage Issue Aircraft Comparative Analysis (Falcon 900EX/EASy) WORLD AIRCRAFT SALES MAGAZINE – April 2014

9

Avpro April 17/03/2014 14:32 Page 1

GLOBAL 5000 VISION 2015 DELIVERY POSITION

GLOBAL 5000 SERIAL NUMBER 9255

GLOBAL EXPRESS SERIAL NUMBER 9100

GULFSTREAM V SERIAL NUMBERS 525 & 584

GULFSTREAM G450 SERIAL NUMBER 4024

GULFSTREAM G450 SERIAL NUMBER 4007

GULFSTREAM IV-SP SERIAL NUMBER 1363

GULFSTREAM IV-SP SERIAL NUMBER 1318

GULFSTREAM IV-SP SERIAL NUMBER 1209

GULFSTREAM IV SERIAL NUMBER 1141

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro April 18/03/2014 10:46 Page 2

www.avprojets.com www w.a w. . avp r o je e t s.c s com

View V iiew Video Vid i eo e O Off Our Our Exclusive Exclus u ive Listings!

Listings!

FALCON 2000S F ALCON 2000 S SERIAL NUMBER 711

FALCON F ALCON 2000 SERIAL NUMBER 1055

FALCON 900LX F ALCON 900 LX SERIAL NUMBER 190

FALCON 900C F ALCON 900 C SERIAL NUMBER 1955

FALCON 50EX F ALCON 50E X SERIAL NUMBER 320

FALCON 50EX F ALCON 50E X SERIAL NUMBER 2755

FALCON F ALCON 50 SERIAL NUMBER 161

FALCON F ALCON 50 SERIAL NUMBER 1588

F FALCON ALCON 50 SERIAL NUMBER 159

CHALLENGER 300 3000 CHALLENGER 20043 43 SERIAL NUMBER 2004

INFO@AVPROJETS.COM

WWW.AVPROJETS.COM

Avpro April 17/03/2014 14:33 Page 3

CHALLENGER CHALLENGER 604 SERIAL NUMBER 5373

C CHALLENGER HALLENGER 60 604 04 SERIAL NUMBER 5510 55110

CI CITATION TATION NM M22 D DELIVERY ELIVERY POSITION POSITION 3RD RD QUART UARTER ER 2014

CI CITATION TATION S SOVEREIGN OVEREIIGN SERIAL NUMBER 2555

CITATION CI TATION X SERIAL NUMBER 37

CI CITATION TATION MUSTANG MUSTAN NG SERIAL NUMBER 399

CITATION CITATION CJ3 CJJ3 SERIAL NUMBER 86

CI CITATION TATION CJ2+ CJJ2+ SERIAL NUMBER 3322

CITATION CITATION CJ2 CJJ2 SERIAL NUMBER 15

CITATION CITATION CJ1 CJJ1 SERIAL NUMBER 4955

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro April 17/03/2014 14:34 Page 4

Visit Vis it www.avprojets.com www w..avp v r o je t s.c o m

View Vie i w Video Vid i eo O Off Our Our Exclusive Exclusive Listings!

Listings!

C ITATION U LTRA CITATION ULTRA SERIAL NUMBER 264

CITATION ULTRA ULTRA CITATION SERIAL NUMBER 439

CIITATION BRAVO CITATION BRA AVO SERIAL E NUMBER 895

CI CITATION TATION ENCORE ENCORE SERIAL NUMBER UMBERS S 543 & 600 6

HAWKER H HA AWK WKER 900XP 900XP SER ERIAL RIAL NUMBER HA-49 HA-49

HAWKER HA WK KER 4000 SERIAL NUMBER RC-8 RC-8

HAWKER H AWK KER 800A 800A SE ERIAL RIAL NUMBER 258142

KING KING AIR AIR C90B C90B SERIAL NUMBER L LJ-1453 JJ-14553

BEECHJET BEE CH HJE J T 400A 400A SERIAL NUMBER UMBERS S RK-67 RK-67 & RK-164 RK-164

EMBRAER EMBRAER PHENOM PHENOM 100 1 SERIAL NUMBER 61

INFO@AVPROJETS.COM

WWW.AVPROJETS.COM

Avpro April 17/03/2014 14:34 Page 5

AGUSTA A109E POWER SERIAL NUMBER 11129

AGUSTA A109E POWER SERIAL NUMBER 11145

AGUSTA A109E POWER SERIAL NUMBER 11831

AGUSTA A109S GRAND SERIAL NUMBER 22077

BELL 222UT SERIAL NUMBER 47567

BELL 407 SERIAL NUMBER 53127

BELL 430 SERIAL NUMBER 49028

BELL 429 SERIAL NUMBER 57056

EUROCOPTER AS365 N3 SERIAL NUMBER 6650

EUROCOPTER EC-135P2i SERIAL NUMBER 691

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

WichitaApril14_Gil WolinNov06 18/03/2014 09:59 Page 1

WICHITA INSIDER

Cutting Close To The Bone

by Dave Franson he long-standing relationships that undergird the aviation industry are important - to its recovery and to the development of its future talent. The recent announcement that Cessna Aircraft Company’s parent, Textron, is acquiring Beechcraft has created some ripples in the already turbulent waters of the Wichita aviation business community.

Once the two former competitors are combined, it stands to reason that there will be some duplication of expertise and roles at the combined company that, according to Textron officials, may be the subject of a vigorous effort to cut costs. It doesn’t take a rocket scientist--or even a financial analyst--to figure out that some jobs are likely to be eliminated.

For those of us who have been around long enough to remember Dwane Wallace and Olive Ann Beech, this raises very personal and potentially ominous prospects.

It’s also a well-established fact that cutting higher level jobs, especially those held by experienced, and well-connected (read “older”) executives, can result in greater savings than streamlining lower-paying positions out of existence. It takes trimming more of the latter to equal cutting just a few of the former.

But this raises an obvious concern: what becomes of all the “institutional knowledge” that goes out the door with the veteran employees? That question is certainly being posed regularly in Wichita these days - and for good reason.

The aviation industry is, of course, subject to oversight by an extensive network of governmental entities such as the U.S. Department of Transportation’s FAA. Effectively conducting business in any one of the industry’s segments involves a steep learning curve...especially since aviation-related products must, by virtue of the environment in which they are operated, comply with extremely stringent design and fail-safe standards.

Because of these extraordinary requirements (and a continuous proliferation of new regulations and certification requirements), the industry relies on a fairly limited number of key manufacturers and suppliers who have met, or are able to muster the resources to satisfy the government’s complex criteria. The high cost of entry has limited the field of

T

Advertising Enquiries see Page 8

competitors. In order to remain competitive and profitable in a very challenging environment, the companies that have survived vie not only for customers but for the most intelligent, talented, knowledgeable and well-connected personnel to gain a competitive advantage in their respective market segments.

With a significant number of the major aviation enterprises expanding their markets to include all of the industry’s segments, the senior leadership teams of each must be wellversed in the unique regulations, operating environments, competitors and technological requirements that affect all of their products.

The backgrounds, training, expertise, institutional knowledge and networks of the key leaders of the industry’s premier companies are considered extremely valuable and, in the past, have been the basis of spirited competitions among industry rivals.

Aviation’s history is actually built on a foundation of familiar and exceptional leaders. Many of the industry’s first generation of founders, inventors, and pioneers worked together during the early stages of their careers - just like Clyde Cessna and Walter Beech at TravelAir. They gained diverse insights and built long-standing relationships that they carried with them as the industry grew.

That heritage is what continues to make the aviation community - even though it’s now worldwide - a familiar and closely-knit one. It isn’t that far removed from those early trailblazers. Many of Clyde’s and Walter’s protégés remained actively involved in the industry well into the latter half of the 20th century and mentored or influenced a significant number of those who are currently heading its major firms and organizations.

Relationships forged in this industry have endured. The roster of notable company leaders is remarkably short and their legacies have been passed to a group of successors who not only know of each other - in many cases, they know each other personally.

A significant percentage of the technological advances in aviation have also come as the result of an underlying commitment by its leadership to share concepts and improvements in the interest of promoting and ensuring safety. It’s extremely interesting to research the history of major developments in aerodynamics, propulsion, control and com-

munications in aviation.

Many of the concepts and features were invented by competitive entities, some even on opposite sides of geo-political conflicts, but the bond of aviation in an inordinate number of instances, overcame and outlasted the political differences. It was because the common bond of aviation and long-standing relationships transcended nationality and diverse cultures, obscured political differences and ignored competitive barriers that many of the most important advances in safety have been integrated into virtually every current aircraft or regulatory standard.

Today, advancements in virtually every aspect of aviation from aircraft design to systems integration is moving at immeasurable speed. The industry is developing so rapidly that even those who have been a part of it for a long time are having trouble keeping pace with the changes. New talent is imperative, but the “spool up” time required to become even mildly conversant with a very narrow portion of the extremely complex organism that is aviation, is growing.

The companies that will succeed and grow in the coming decade will be the ones who not only attract the brightest and most creative talent, but those that also retain the priceless institutional knowledge, expertise, experience and – especially - the relationships among their leaders that make cooperation, creative collaboration, and mutually-supported advancements in technology, infrastructure and communication possible.

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

❯ Dave is a veteran communications executive with more than 35-years’ experience in corporate management and consulting roles. Former employers include NBAA; AlliedSignal; Cessna; and Bombardier Aerospace, and today he is Principal of The Franson Consulting Group, a PR and Marketing Communications firm serving a variety of domestic and international clients, and is Executive Director of the Wichita Aero Club. ❯ Contact Dave via dave@fransonconsulting.com

15

BG 1 March14_FinanceSept 18/03/2014 15:56 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Share Your Experiences Business Aviation’s Ongoing Need For Advocacy.

Possibly the world’s most recognized expert on the value of Business Aviation, Jack Olcott is a former Editor and Publisher of Business & Commercial Aviation magazine and Vice President within McGraw-Hill’s Aviation Week Group. He was President of the National Business Aviation Association from 1992 through 2003, and today Jack’s network and personal knowledge of Business Aviation uniquely qualifies him to oversee Business Aviation and the Boardroom.

More information from www.generalaerocompany.com

16

Almost as predictable as the coming of spring, the Obama Administration’s budget for fiscal year 2015 proposes additional user fees for business jets, observes Jack Olcott.

D

irectors of companies using, or considering using business aircraft are aware of the benefits that accrue from this form of air transportation: Less time required to reach a passenger’s ultimate destination, greater productivity while traveling, efficient access to more locations, ability to explore new markets.

Business aircraft are truly “offices that move”. It is common knowledge among users that Business Aviation facilitates economic growth by bringing the ebb and flow of commerce to all parts of our nation.

What may not be common knowledge is the fee operators of business aircraft are taxed to gain

WORLD AIRCRAFT SALES MAGAZINE – April 2014

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access to the National Airspace System (NAS). All General Aviation aircraft powered by turbine engines (i.e., jets and turboprops not flown by the Airlines or the Military) pay $0.219 for each gallon of fuel purchased. If the aircraft consumes aviation gasoline, the user fee is $0.194 per gallon. While the amount of fuel-taxes paid has increased since the inception of the Airport/Airways Trust Fund in 1971, General Aviation users have been contributors to the NAS for more than 40 years.

Furthermore, taxes are collected by the fuel-dispensing company at the time of purchase by the aircraft user, thereby eliminating the need for a separate government bureaucracy. In addition

Aircraft Index see Page 4

BG 1 March14_FinanceSept 18/03/2014 12:40 Page 2

What the Boardroom needs to know about Business Aviation

to being efficient, user fees based upon fuel consumption are understandable, easy to pay, directly proportional to use, and nearly impossible to avoid.

That simple system of user fees is being challenged once again by the Obama Administration in its proposed funding for the 2015 fiscal year.

Similar to taxing schemes introduced in his last four budgets, the President has requested that all turbine-powered business aircraft pay a $100-perflight “surcharge” for access to the NAS. While there appears to be no appetite within Congress for imposing additional user fees on business aircraft, everyone involved with Business Aviation should communicate to friends and opinion leaders why additional user fees is a bad idea.

MARGINAL USER Business aircraft are marginal users of the National Airspace System, which was created to provide our nation with safe and efficient control of air traffic primarily for the Airlines and the Military and is administrated by the Federal Aviation Administration (FAA). Thus it is appropriate that about 56 percent of funds required to run the FAA are derived from fees imposed on airline passengers in the form of a ticket tax and segment charges. (Note: Unlike the owners of business aircraft, owners of Scheduled Airlines do not pay ticket taxes and segment fees—their passengers do.) Operating the FAA cost about $15.6 Billion in FY14, of which approximately 80 percent was derived from users of the NAS, and 20 percent came from the nation’s general tax revenues.

Transportation is an enabling technology for economic development and enhanced quality of life. Air transportation, in particular, is a necessity for companies and entrepreneurs in our fast-paced economy. Whether or not they fly in airliners or business aircraft, all citizens benefit from our nation’s aviation infrastructure and the economic Advertising Enquiries see Page 8

activity the NAS facilitates. Thus it is appropriate that some portion of NAS funding should come from general tax revenues, not from direct users of the airspace. (One might argue with justification that participation from the public, rather than airspace users, is inappropriately low.)

If every General Aviation aircraft, including all business aircraft, was grounded or ceased to exist, our nation would still require the NAS. Such is the importance of air transportation. While fewer controllers might be required during peak hours of activity if there were no business aircraft, minimal staffing levels for air traffic personnel would remain - as would most of the nation’s ATC facilities.

Business aircraft bring the ebb and flow of commerce to many areas of the country where the Airlines do not operate. Furthermore, the Airlines do not want to provide scheduled service were traffic loads are low. Business Aviation adds value to the NAS, a required element of our nation’s infrastructure.

COMMUNICATE THE FACTS Associations representing Business Aviation do an excellent job lobbying Members of Congress on issues involving user fees. Their arguments against access fees such as proposed by the Obama Administration have been convincing, but past performance is no guarantee of future results.

Business Aviation is not well understood by the average US citizen. Thus it is essential that those who do understand the value of business aircraft— users such as you, other Directors and the personnel within your companies—actively communicate to associates, opinion leaders and friends just how important Business Aviation is to our nation.

“...everyone involved with Business Aviation should communicate to friends and opinion leaders why additional user fees is a bad idea.”

Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine.

Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 18

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17

BG 2 April14_FinanceSept 18/03/2014 12:38 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Business Aviation: A Valuable Resource for Economic Development Often misunderstood by those not directly involved, business aircraft are productivity tools of well managed and respected companies…

”The facts

surrounding Business Aviation clearly support a different message.”

road segments of the public know little of Business Aviation or why companies choose to employ business aircraft to augment their need for travel. Using that lack of common understanding, politicians with populous agendas find users of Business Aviation easy targets for their all-to-often divisive rhetoric about fat cats and privileged executives. The facts surrounding Business Aviation clearly support a different message.

As depicted below, research conducted by the NBAA and the General Aviation Manufacturers Association as part of their No Plane No Gain advocacy program shows that public companies using Business Aviation are among our nation’s most respected enterprises. More significant, they consistently return higher rewards to shareholders in terms of dividends and capital gains than non-users.

according to Nexa Advisors’ 2009 study.

Percentages of S&P 500 companies using Business Aviation on the following lists are noted. o Business Week 2009 “50 Most Innovative Companies”- 95% o Fortune 2009 “100 Best Places to Work”- 86% o Business Week 2009 “25 Best Customer Service Companies”- 90% o Business Week 2008 “100 Best Brands”- 98% o Fortune 2009 “50 World’s Most Admired Companies”- 95% o The CRO “100 Best Corporate Citizens”- 90% • Companies that are the most successful in generating returns for shareholders are users of Business Aviation (see Chart B below).

B

Communicate the benefits of Business Aviation to non-users. They may be surprised by their misconceptions. More important, your company’s reputation will be enhanced.

FACTS OF NOTE:

Do you have any questions or opinions on the above topic?

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com

• More than 75 percent of passengers on business aircraft are sales personnel, middle managers or technicians (see Chart A below).

• Numerous studies find that the most admired US companies are users of Business Aviation,

CHART A PASSENGER PROFILE BY TITLE

CHART B S&P 500 SHAREHOLDER RETURN Year-over-year increase/decrease in stock price & dividends 2003-2007

Top Management Middle Management Sales/Technical Personnel

Business Aviation and the Boardroom continues on Page 22

Non-users-unweighted Users-unweighted

Others No Answer

Non-users-weighted Users-weighted 0

Source: Harris Interactive 2009

0.5

1

1.5

2

2.5

3

3.5

4

Source: Nexa Advisors 2009

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Aircraft Index see Page 4

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BG 3 Feb14_FinanceSept 18/03/2014 12:42 Page 1

BUSINESS AVIATION AND THE BOARDROOM

How Many Pilots Does It Take To Fly An Airplane?

The Dilemma of the Manager/Pilot Peter Agur Jr. is managing director and founder of The VanAllen Group, a business aviation consutancy with expertise in safety, aircraft acquisitions, and leader selection and development. A member of the Flight Safety Foundation’s Corporate Advisory Committee and the NBAA’s Corporate Aviation Managers Committee (emeritus), he is an NBAA Certified Aviation Manager.

Contact him via www.VanAllen.com.

Many Business Aviation departments employ too few pilots, particularly when one of those aviators is also the Aviation Manager, contends Pete Agur.

R

unning the aviation department is just as time intensive as managing any other business unit in your company. Especially when you consider the four critical functions that must be routinely and effectively addressed to be certain the department is doing the right things and doing those things right.

“It is common for a weekday business to fly 20% of weekend days.

That means your Business Aviation activity is a 270 days per year service.”

1. STRATEGIC INTEGRATION What do you want to gain from your Business Aviation services? Landings equaling takeoffs is not a stretch goal. Accelerating corporate growth, facilitating revenue generation, bringing in and keeping new customers, leveraging the impact of key travelers while improving the quality of their lives—these are the appropriate goals. And they are not “one and done” activities. They are dynamic. They require constant assessment, adaptation and innovation to achieve. That takes Business Aviation managerial time.

2. SAFETY What level of safety do you expect? One of my clients told me he wanted no difference in safety whether his people were on a major air carrier or on his company’s airplane. Professionally flown, noncommercial jet operations are at least as safe as the airlines. I contend that goal is not high enough.

Did you know the dollars and days lost to ground accidents involving aircraft far exceed those caused during flight? Safety is much more than preventing flight accidents. The proactive identification and analysis of risks leading to effective mitigations takes “safety” to a much broader and higher level.

That takes Business Aviation managerial time.

3. SERVICE How much service do you expect? Your core business may operate eight hours per day, five days per week, 250 days per year. But compared with normal working hours, many of your business aircraft trips can start much earlier, end much later and depart on Sunday or return on Saturday.

It is common for a weekday business to fly 20% of weekend days. That means your Business Aviation activity is a 270 days per year service. That takes Business Aviation managerial time.

4. EFFICIENCY How well do you want the business of your Business Aviation run? Every other business unit in

22

WORLD AIRCRAFT SALES MAGAZINE – April 2014

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continued on page 26 Aircraft Index see Page 4

U

Guardian Jet 3 page April 17/03/2014 12:42 Page 1

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2009 Global 5000 SN 9222 Airframe TT - 1825 $21,950,000 * APU enrolled on Honeywell MSP * Engines enrolled on Rolls Royce Corporate Care Program * Honeywell Primus 2000 XP integrated Avionics System * Triple Honeywell Laseref III HG-2001GD03 IRUs * Additional Refuel/Defuel Panel in cabin * Securaplane Security System Photos by FGL & Associates

2002 Global Express SN 9075 Airframe TT - 5818.6 $18,500,000 * Batch 3 Avionics * APU Enrolled on Honeywell MSP * Honeywell SATCOM * Honeywell Primus 880 Color Radar * Honeywell Primus 2000 XP Avionics Suite Photos by FGL & Associates

2002 Falcon 900EX SN 104 Airframe TT - 5592.1 $15,995,000 * Engines and APU Enrolled on MSP * Cabin SATCOM * Honeywell Primus 2000 * BF Goodrich WX-1000E * Securaplane 450 Aircraft Security System * Magnastar C-2000 Flight Phone with 4 Handsets Photos by FGL & Associates

2002 Falcon 900EX SN 110 Airframe TT - 6274.7 $11,750,000 * Honeywell Primus 2000 * Pilot & Co-Pilot EVAS Systems * Aircell ATG4000 High Speed Internet Broadband System * New carpet installed July 2012 * One Fortune Owner Since New

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Guardian Jet 3 page April 17/03/2014 12:43 Page 2

AIRCRAFT FOR SALE FOR MORE INFO VISIT WWW.GUARDIANJET.COM OR CALL 203-453-0800

2006 Gulfstream G200 SN 151 Airframe TT - 2003 $8,750,000 * Engines enrolled in P&W ESP * APU enrolled in Honeywell’s MSP * Collins Pro Line IV, Version 6.1 Avionics System * Auto Power Auto Throttle System * Airshow 410 * XM Satellite Radio System Photos by FGL & Associates

1996 Gulfstream GIVSP SN 1283 Airframe TT - 9809.3 $7,695,000 * MSG-3 192 Month Inspection Accomplished September 2012 * Forward Crew Lav * Collins SAT-906 SATCOM * 88 Parameter FDR * EVAS * Honeywell SPZ-8400 Six Tube EFIS Avionics System Photos by FGL & Associates

1988 Gulfstream G-IV SN 1067 Airframe TT - 8,553 $5,995,000 * Honeywell Avionics Enrolled in HAPP Avionics Maintenance Program * Securaplane Security System * Honeywell Primus 870 Color Radar * Painted 2011 * Aircell Iridium Satellite Phone System Photos by FGL & Associates

2011 King Air 350i SN FL-778 Airframe TT - 488.4 $5,595,000 * 3.5 years remaining on warranty * Part 135 equipped and capable * Jeppesen Electronic charts * Collins Pro Line 21 System * Maintenance Tracking by CAMP * Aircell Axxess ST4200 Dual Channel Iridium Satellite Phone System Photos by FGL & Associates

2008 Cessna Citation CJ3 SN 525B-0292 Airframe TT - 920 $5,195,000 * Collins Pro Line 21 System * 2 TDR-94D Mode S Diversity Transponders w/ Enhanced Surveillance Capability * Aircell ST-3100 Iridium Satellite Phone System * Precise Flight Pulse Light System with TCAS II Interface * Engines enrolled in William’s TAP ELITE program Photos by FGL & Associates

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Guardian Jet 3 page April 17/03/2014 12:44 Page 3

AIRCRAFT FOR SALE FOR MORE INFO VISIT WWW.GUARDIANJET.COM OR CALL 203-453-0800

2007 Agusta 109S Grand SN 22054 Airframe TT - 969 $3,495,000 * Delivered with 1,000 Hour Items Completed * Dual Garmin GNS 550 GPS (coupled) * Mast Vibration Absorber * Increased 213 US Gallon Fuel Capacity * Impeccable Maintenance and Records

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1982 Dassault Falcon 50 SN 127 Airframe TT - 9981.2 $3,250,000 * ProLine 21 Avionics System w/4-Tube EFIS * IFIS: Dual File Servers * XM Weather Radar * Aircell ST-3100 SatCom * Maintenance Tracking by AVTRAK * Aircraft is operated under OCIP

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1999 Sikorsky S76C+ SN 760499 Airframe TT - 2986 $2,995,000 * Honeywell SPZ 7600 System * Aircell ST3100 Iridium SATCOM * Enrolled in CALM Maintenance Tracking * Moving Map – ARGUS 7000/CE * Single Honeywell Primus 800 Weather Radar

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BG 3 Feb14_FinanceSept 18/03/2014 12:44 Page 2

What the Boardroom needs to know about Business Aviation

your company has to take care of its people, its regulatory compliance, its deliverables, its budget and more. Should you hold your aviation department to the same standard? You bet. That takes Business Aviation managerial time.

PERSONNEL COUNT So, how many pilots does it take to fly an airplane?

Hypothetically, let us consider a single aircraft operating 270 days per year. Notice I did not say “flying 270 days per year”. An aviation department is like a fire department. It does not create value just when it flies. It also creates value by being ready to fly the right people to the right places at the right time to do the critical activities of your company.

Commercial air carriers measure productivity in flight hours. When an airliner flies loaded with passengers the cash register rings. Not so for Business Aviation. Your most accurate productivity metric is “Days per Year”. If an airplane flies for an hour to take passengers to a critical meeting that lasts two days and results in contracts that account for 10% of the year’s revenues, did that aircraft underperform because it flew for only two hours in two days?

Were the crewmembers underworked because they flew for only two hours in two days? Of course not!

Your core business’ employees are expected to be available for work about 230 days per year (after weekends, holidays, wellness days and vacation days). A pilot is not available to fly 230 days per year. He or she must also take time to complete refresher training and whatever additional ancillary training is expected. Conservatively, let’s assume that such training requires an additional 20 days per year. That means a pilot is available to work about 210 days per year.

If your operation runs 270 days per year you need 540 pilot days to meet that demand (270 days, times two crew members per aircraft equals 540).

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

Divide 540 by the capacity of one pilot (210 days) and you find you need 2.6 pilots to be ready to fly your anticipated workload.

Of course, that number goes up when you take multiple trips in a day or have trips that come home late at night followed by an early morning departure. In those instances it can take two full crews to support the schedule.

Even with the moderate use of contract pilots, you could significantly reduce the manager’s time available to run the business unit. With a simple aircraft operation involving one aircraft, that may or may not be doable. With a more complex operation the need for leadership and managerial time becomes even more demanding, yet more difficult to accomplish.

In the end, if your Business Aviation department is led by an active pilot and your pilot pool is shallow, you are inadvertently making the Aviation Manager shortchange his or her leadership and managerial roles. That burden lowers the value that Business Aviation creates for the company because there is not enough attention being devoted to Strategic Integration, Safety, Service and Efficiency.

The downside risk is high, with significant potential consequences. The answer?

“Divide 540 by the capacity of one pilot (210 days) and you find you need 2.6 pilots to be ready to fly your anticipated workload.”

1. Place a clear emphasis on the expectation that the manager should manage first and fly second.

2. Confirm you have enough pilots to both manage and fly, based on the calculation of work days, not flight hours.

Do you have any questions or opinions on the above topic?

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 30

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Aircraft Index see Page 4

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BG 4 April14_FinanceSept 18/03/2014 12:50 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Metrics and Measurements: Key Components of Governance David Wyndham is co-owner and President of Conklin & de Decker where the focus of his activities is on aircraft cost and performance analyses, fleet planning, and life cycle costing for clients. Mr. Wyndham can be contacted at david@conklindd.com

Basic parameters required to manage an enterprise apply to your company’s flight department, notes David Wyndham.

I

“A metric that is valid can be used as a predictor of performance.

Measuring the performance of your company’s flight department is essential, just as it is for other business units.”

ndividual business units need metrics. Profit centers involved with revenue generation, such as manufacturing or professional services, typically have measures of success similar to those that apply to the overall corporation.

Performance of business units that do not deliver a "profit" (in the traditional definition of that word) is more difficult to measure, save for comparing budgeted vs. actual costs.

Metrics, by definition, must be measureable. But they must also be valid. A metric that is valid can be used as a predictor of performance. Measuring the performance of your company’s flight department is essential, just as it is for other business units.

carried. Further measures may be broken out into average passenger load passengers (i.e. deadhead).

Costing may be done as a total budget, total cost per hour and perhaps variable cost per hour. Are these really telling the appropriate story? What does your company need to know that measures whether the business aircraft are being properly utilized?

Hours flown and passengers carried is a good start.

MEASURING THE FLIGHT DEPARTMENT What metrics are available to help measure the success of your aviation assets? Relative to the corporation, the demographics of the Business Aviation unit are small. A Fortune 500 company may have three business aircraft, employ 15 aviation professionals, and be located in a single facility at the local airport.

But the dollars invested in that unit can be significant, and if properly utilized, the impact can be huge.

Since the flight department is not directly generating revenue, how do you know if it is accomplishing its mission successfully and is benefiting shareholders?

Your company’s flight department certainly can provide numbers. Typical operational measures are hours flown and passengers Another metric is segregating hours flown for the corporation’s other business units or their customers. Do the hours associated with each business unit being supported match up with the focus or efforts of the company? Are the flight department’s activities aligned with the corporation’s priorities? continued on page 36

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

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Aircraft Index see Page 4

U

Eagle April 17/03/2014 14:23 Page 1

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Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

NEW YORK | LAS VEGAS | LONDON | HONG KONG | BEIJING | MEXICO | MOSCOW | BERMUDA

www.freestream.com

2 Freestream April 19/03/2014 15:15 Page 1

FREESTREAM AIRCRAFT LIMITED SALES & ACQUISITIONS Global XRS S/N: 9195. Reg: N4T • US$25,950,000 • Total Time: 3401 hours / Landings: 1116 • On CAMP • Engines on Condition • Second GPS (Honeywell GPS550)

Boeing BBJ/28579

Boeing BBJ/29273 • Bombardier Enhanced Vision System (BEVS) / HUD • FDR Upgrade •13 Passenger

Falcon 900EX S/N: 87. Reg: OE-IMI • Make Offer • Total Time: 4113 hours / Landings 2371 • Will deliver with Engines & APU on MSP

Boeing BBJ/30076

• Avionics on Honeywell Advanced Protection Plan

Boeing BBJ/36714

• Honeywell SSFDR & SSCVR • Satcom Collins SRT-2000 • Airshow 400/Genesis • 14 passenger w/forward crew and aft lavatories

Falcon 2000 S/N: 1. Reg: G-YUMN Global XRS/9195

• US$4,950,000

Gulfstream G550/5025 • Total Time: 6289.27 hrs / Landings: 5614 • Engines and APU on Honeywell MSP Gold • B-RNAV/RVSM/RNP10/RNP5 Compliant • Honeywell Mark V EGPWS • Collins TTR 920 TCAS II • New Paint April 2007 • Elegant 10 Passenger Fireblocked Interior

Gulfstream G450 2Q 2012 Sikorsky S-76C++

Gulfstream GV/512

S/N: 760757. Reg: B-7336 • Make Offer • Low Time • Single Pilot IFR Equipped • EGPWS • CVR • Pop-out Float

Hawker 850XP/258812

Hawker 850XP/258812

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT USA LTD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

London +44 207.584.3800 sales@freestream.com

New York 201.365.6080 aircraftsales@freestream.com

Hamilton, Bermuda +441.505.1062 sales@freestreambermuda.bm

NEW YORK | LAS VEGAS | LONDON | HONG KONG | BEIJING | MEXICO | MOSCOW | BERMUDA

www.freestream.com

BG 4 April14_FinanceSept 18/03/2014 13:02 Page 2

What the Boardroom needs to know about Business Aviation

Passengers carried can be an important metric if the goal is to fill available seats once the main user has scheduled the aircraft. It is also useful to analyze load factor - the number of seats filled as a percentage of the total passenger seating. This metric is critical for a shuttle, and can indicate the potential need for upsizing the aircraft if load factors are so high that key passengers are denied service.

Another passenger-efficiency metric is passengermiles. One passenger flying one mile is a passengermile. That may be useful to look at the relative value of a trip - a few passengers on a long trip may be more time-effective than a larger load on a very short trip, however

OTHER METRICS A critical metric is aircraft availability, the amount of time an aircraft is available to be flown or is scheduled to be flown compared to the total operating period (i.e.; actual hours that aircraft is available, divided by the total hours that a fully-functioning aircraft should be available, expressed as a percentage).

For a 24/7 operation, the operating period is measured as 24 hours per day, seven days each week.

However, if the aircraft is only scheduled or flown 14 hours a day, six days a week, counting "nights and Sundays" against the rate is not appropriate. A declining availability rate correlates to an increased maintenance load. A newer aircraft should have high availability, while older aircraft that require considerable unscheduled maintenance will have lower availability.

I know one operator that had such poor aircraft availability that five aircraft were needed to meet a two-aircraft per day flight schedule—clearly a metric

36

WORLD AIRCRAFT SALES MAGAZINE – April 2014

that got management’s attention.

Aircraft costs are often expressed as a cost per flight hour. In many cases this is of little value. One operator has a Citation X, which can achieve a speed of 600 miles per hour. They also have a CitationJet that cruises at 450 miles per hour. Comparing a single cost per hour figure for these two aircraft is clearly misleading. We recommend a cost per mile for any point-to-point transportation. If the purpose is to fly from A to B, the cost to fly that trip is based on the trip length. If passenger loads are important, then another level of granularity - cost per passenger-mile is important.

Business aircraft are flown to serve the company’s overall objective of increasing returns for shareholders. That fundamental is often overlooked in establishing metrics for the flight department, possibly because determining the bottom-line benefit to the company for having the right person in the right place at the right time to cement a big sale or negotiate a profitable partnership agreement is difficult and possibly subjective. Yet increasing revenues and personnel efficiency is the essence of Business Aviation.

Companies should capture the successes that are facilitated by using their business aircraft.

The metrics of value will vary from company to company based on the main mission of the aircraft.

Boards are wise to develop meaningful metrics that help measure the true value and effectiveness of the business aircraft.

“Business aircraft are flown to serve the company’s overall objective of increasing returns for shareholders.”

Do you have any questions or opinions on the above topic?

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 42

www.AvBuyer.com

Aircraft Index see Page 4

Elliott Aviation April_Layout 1 18/03/2014 17:28 Page 1

2001 Falcon 900C SN 191 3000 hours with fresh major inspections.

This 900C factors nicely in your value equation.

If you’re looking for the newest, lowest time Falcon 900 that also meets your capital budget, the right answer may very well be the Falcon 900C. Pairing the international range and large cabin size of a 900B with the 900EX Primus 2000 cockpit, the Falcon 900C presents a true value opportunity.

2001 SN 191 delivers this value without compromise. It is an exceptional aircraft with one corporate owner and just 3000 hours. Plus, SN 191 will be delivered with a fresh 2C (6 year) inspection and landing gear overhaul! It has no damage history and is covered under MSP engine as well as avionics maintenance programs.

This aircraft offers a spacious, open cabin with seating for 12 passengers, including 4 club seats forward and aft, with a 4-place conference group in the middle. SN 191 is well appointed and is in exceptional condition.

To learn how Falcon 900C SN 191 can factor into your value equation, call Jim Donath at Donath Aircraft Services.

Donath Aircraft Services 773.935.9871 jimdonath@donathaircraft.com Visit DonathAircraft.com

Price Reduced $1 Million! Now $11,995,000!

2003 Falcon 2000 SN 192 Very Low Time and Exceptional Pedigree.

Redefining “super” in a super-midsized aircraft.

The Falcon 2000 has been the long-standing leader in the “super-mid” category. With a spacious, quiet cabin, transcontinental range and a miserly fuel burn, the Falcon 2000 delivers outstanding value.

2003 Serial Number 192 offers even more. This low-time aircraft briefly served as a Falcon demonstrator, and has since been flown Part 91 by a single corporate owner, one who has operated Falcons continuously for over 45 years. This aircraft has been cared for and maintained to the highest standard.

The roomy cabin is tastefully finished in neutral earth tones and is ideally configured for 8 passengers, including a 4-place club arrangement and a 4-place conference group. Perfect for working, dining or just relaxing! Additional comfort comes from knowing your maintenance costs can be controlled through SN 192’s enrollment in Honeywell’s MSP engine and APU programs, as well as HAPP and CASP avionics programs.

Redefine your flying experience with the truly distinctive Falcon 2000 SN 192. To learn more, call Jim Donath at Donath Aircraft Services.

New price! $8,795,000!

Donath Aircraft Services 773.935.9871 jimdonath@donathaircraft.com Visit DonathAircraft.com

Project1_Layout 1 26/03/2014 13:15 Page 1

Project1_Layout 1 26/03/2014 13:18 Page 1

BG5 April14_FinanceSept 18/03/2014 13:48 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Separating Fact from Fiction Jay Mesinger is the CEO and Founder of Mesinger Jet Sales.

Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards and is a member of EBAA and the Colorado Airport Business Association. Contact him via Jay@jetsales.com.

Jay Mesinger takes a realistic view of today’s market for pre-owned business aircraft to separate what is real from what is wishful thinking in the search for recovery.

A

respected client and aircraft owner who is very perceptive about business, recently called to caution that our industry is trying to “talk” a floor into the market. He went on to say that every time he picks up a trade publication he sees one article or quote after the other about how much better things are, how solid the recovery is, and how the bottom of the market is finally here.

Yet the daily email blasts about aircraft for sale that he receives emphasize a lower asking price, often drastically lower.

Sometimes the blasts have statements like

“must sell” or “we will be the next to sell, so we are open to all offers”. These are very inconsistent messages about the health and wellbeing of the aircraft market, he observed, adding that in the absence of real pricing stability our industry is trying to create a market floor by excessive and unrealistic jawboning.

In my opinion, my client is right. As I wrote recently, flat market prices are the sign of the new “up”. If we could just get two-to-three consecutive quarters of pricing that did not drop, we would be on the verge of a pricing recovery. We are not there yet.

I do believe we are getting close, however— closer than we have been in years. I am encouraged by the activity and the increased numbers of first-time buyers coming back into the market.

That characteristic is real, and it will allow us to get back to a sustainable future. It will not send prices ricocheting back to pre-downturn pricing, but it will stop the freefall. Annual depreciation will still occur, but it should be a predictable and manageable amount. Following are some facts (and fiction) about the current market…

Fact:

We are enjoying a higher level of sales transactions in our fleet globally.

Fiction: Prices are rising, days on the market are shortening, and inventories are shrinking in all categories of business aircraft.

Fact:

Those aircraft owners who have increased their asking prices are experiencing more days on the market, not fewer.

Fact:

Increased levels of transactions are really U the beginning of a recovery! continued on page 48

42

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

The Jet Collection April_Layout 1 17/03/2014 14:44 Page 1

thejetcollection.com

2002 Piaggio Avanti Serial Number 1062 | Registration N962JC

BACK-TO-BACK OPPORTUNITY REFERRAL COMMISSION PAID DIRECTLY BEST TURN KEY ON THE MARKET AIRFRAME: 2,448 hours | 1,706 cycles ENGINES: 2,447 hours | 1,704 cycles

&OHJOFT PO +44* DPOUSBDU OVNCFS +44* t QFS IPVS QFS FOHJOF 2013 - Complete gear overhaul, new paint and interior, fresh 6, 12, 24, 60 month inspection

/P EBNBHF IJTUPSZ t 'SFTI " BOE # JOTQFDUJPOT t 374. DFSUJmFE t 5$"4 **

t )' 3BEJP

High speed data and WiFi t %VBM $PMMJOT 5%3 .PEF 4 5SBOTQPOEFST

CHICAGO t t WEST W CHICAGO t t TTAMPA AMP A PA t t PPARIS ARIS A t t VI VIENNA ENNA

E CORPORA CORPORATE ATE T OFFICE 1455 W. W. Hubbard Hubbard St. A Chicago, IL 60642 USA 312.226.8541 SpeciямБcations and/or desc descriptions criptions ar are e provided provided as introductory introductory informatio information. on. They do not constitute rrepresentations epresentations or warranties w of The Jet Collection. You You should rely relyy on your own inspection of the aircraft. aircraft.

South Carolina (CAE) • 803.822.4114 Colorado (GJT) • 970.243.9192 Texas • 214.904.9800 Aircraft Sales & Acquisitions

2003 Falcon 900C

1982 Falcon 50

•

•

197

99

AIRCRAFT@BELLAVIATION.COM

2001 Falcon 50EX

1984 Hawker 800A

1985 Citation III

•

650-0077

1979 Citation II

2007 Citation CJ3

•

525B-0147

1981 Citation ISP

•

•

308

258008

550-0047

•

•

501-0260

South Carolina (CAE) • 803.822.4114 Colorado (GJT) • 970.243.9192 Texas • 214.904.9800 Aircraft Sales & Acquisitions

1984 Learjet 35A

•

35A-600

AIRCRAFT@BELLAVIATION.COM

1991 Learjet 31ER

•

31-033

1981 King Air B200

•

BB-894

1997 King Air C90B Blackhawk

2006 Piper Meridian

•

4697253

2006 Piper Meridian

•

•

LJ-1460

4697225

With over 23 years in business, 17 full-time employees, and the ability to fluently communicate in 6 different languages, Bell Aviation is one of the largest and most reputable aircraft dealers in the world.

We have a staff of 17 dedicated employees. There are 11 sales and research personnel, 6 administrative personnel and mechanics.

Included are a photographer and an advertising director who enable Bell Aviation to handle all of our aircraft marketing projects in-house. This advantage ensures superior quality, completed in a timely manner. Because of our large sales force, we are able to keep abreast of market changes as they occur, enabling us to bring the best possible offers to our customers.

If you are interested in selling or purchasing an aircraft, give us a call at 803.822.4114.

We would like the opportunity to find out more about you and your aviation needs.

Corporate Concepts 1 April 19/03/2014 16:33 Page 1

Sale / Lease – Financing Available Some Trades Considered See www.flycci.com Green BBJ ■ Immediately Available ■ Seven Long Range tanks ■ Low Cabin Altitude – Alternative Navigation ■ Immediate Completion Slots Available ■ Attractively Priced – Call for Details

Global Express ■ Sale, Lease, Financing Available - Some trades considered ■ Colors and materials for exterior and interior can be selected ■ 8C and landing gear inspection in progress ■ Batch 3 avionics upgrades with FANS-1/A and WAAS/LPV ■ High speed Internet and Iridium phone

Gulfstream G-450 ■ Satellite phone and Swift Broadband ■ 14 passenger interior – Forward and Aft Lavatories ■ Enhanced Vision system – Corporate Care, MSP and HAPP ■ Call for Private Showing in the U.S. ■ Contact us for New Pricing – See www.flycci.com

Embraer EMB-135LR Shuttle ■ New to the Market – Sale or Lease ■ All maintenance accomplished by Embraers ■ 16 Executive style seats with Forward Galley ■ Large Aft Baggage Area ■ Price: $7,595,000 - See www.flycci.com

See www.flycci.com for details and photos Dennis Blackburn +1 832 647 7581

Chris Zarnik +1 919 264 6212

Larry Wright +1 704 906 3755

Shailon Ian +55 (21) 8201-0605

Fernando Garcia +52 55 54077686

Corporate Concepts 2 April 20/03/2014 14:38 Page 1

Falcon 900B ■ New paint in January 2013 ■ EASA compliant – Currently operating under a EASA commercial certificate ■ Thirteen passenger configuration with forward and aft lavatories ■ Financing Available – For Sale or Lease – Some Trades Considered – Financing Avialable - Motivated Owner

Falcon 2000 ■ Highly desired ten passenger configuration ■ Upgraded entertainment system with six individual monitors ■ Ultra Mid-Class cabin with over 3,000 mile range ■ For Sale or Lease – Some Trades Considered – Financing Available - Motivated Owner ■ EASA compliant – Currently operating under a EASA commercial certificate

Gulfstream G-IV SP ■ New Price - $6,995,000 ■ Recent 5,000 landing inspection including landing gear and Thrust reverser overhaul ■ 16 passenger / Forward Galley ■ Forward and Aft Lavatories ■ On Condition engines ■ ASB 469 complied with ■ Current FAR Part 135

2007 Citation Sovereign ■ JAR Ops 1 (EASA) compliant ■ Less than 750 hours ■ ProParts, Power Advantage, Aux Advantage ■ TOLD database, Electronic Charts, Graphical Weather ■ Iridium phone

2005 Lear 45XR ■ Exceptionally maintained – Always hangered ■ Enrolled in Smart Parts for airframe ■ Engines and APU enrolled in Honeywell MSP ■ Nine passenger seating configuration

Executive Caravan ■ Oasis interior with VIP seating ■ Garmin avionics with G-600 flight display ■ Single point refueling ■ Very low time – Only 996 hours ■ See video on our website – www.flycci.com

Also Available - Super 727-200 VIP, DC-8 VIP, CJ-2, G-550, Off Market BBJ and BBJ3, ERJ-145, Lineage, Challenger 604, Legacy 600, CJ-3 and AS355-F2

Austin • Charlotte • Raleigh • Mexico • Sao Paulo • Bangkok Corporate Concepts International, Inc.

Member NBAA, NAFA, ISTAT, AOPA

BG5 April14_FinanceSept 18/03/2014 13:49 Page 2

What the Boardroom needs to know about Business Aviation

SIGNS OF RECOVERY Several new phenomena will occur as we emerge from the wilderness. For several years, in large part due to an absence of lending, an aircraft’s age has created a segmentation that is more defined and drastic than in prior recoveries. Going forward we will see not just age but also regulatory compliancy being a factor.

To be suitable for international operations, business aircraft will be required to have avionics systems that comply with FANS 1/A, CPDLC, ADS-B Out, and TCAS 7.1 software upgrades.

This situation will create a segment of haves and have-nots, not dissimilar to aircraft that lacked guaranteed maintenance programs for engines.

Not only will regulatory compliance create a pricing difference, there will also be a time-onthe-market difference. Adding regulatory items can be complex and could, depending on the make of the aircraft, cause one to completely upgrade the entire cockpit.

Fact: Good things are starting to happen in our market. People are actually turning their talk into action. Along with buying will come modernization and cosmetic improvements, which will also increase the health of facilities servicing the Business Aviation community. More flight and

maintenance personnel will be employed, increasing activity to pre-downturn levels of business.

WHAT’S NEXT? What is the best thing for the buyer? Take out your fleet planning paperwork and review it again. Start to interview aircraft professionals at every level. Begin to think about assembling that team you have been considering. It is time to turn dreams into action. I assure you, we are getting strong again.

Do not, however, let that strength blind you to the realities of the current and future market. As a seller, be realistic about pricing strategies. As a buyer, look for opportunities before they begin to fade. Be sensitive to markets with higher levels of inventories. If you are positioned correctly both as a buyer and a seller, you will not go wrong.

Now is a great time to prepare for the inevitable—a healthy marketplace. At the next board meeting, add the word business aircraft to the agenda.

“Take out your fleet planning paperwork and review it again. Start to interview aircraft professionals at every level.

Begin to think about assembling that team you have been considering.”

Do you have any questions or opinions on the above topic?

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 54

Compare aircraft performance using our

Aircraft Performance Guide at www.AvBuyer.com And select from the World’s finest Business Jets, Turboprops and Turbine Helicopters for sale

48

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

Jeteffect Inventory April 17/03/2014 14:47 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

ATLANTA 334.502.0500

PALM BEACH 561.747.2223

BOSTON 617.820.5268

Year

Model

Serial No.

1995

Challenger 601-3R

5180

1999

Challenger 604

5421

1997

Citation X

750-0016

1999

Citation X

750-0101

2008

Citation X

750-0283

1988

Falcon 900B

30

2000

Gulfstream GIV/SP

1433

1987

Gulfstream GIV

1021

1998

Gulfstream GV

545

2003

Hawker 400XP

RK-358

2005

Hawker 400XP

RK-407

2002

Hawker 800XP

258562

2010

Hawker 4000

RC-45

2008

King Air B200GT

BY-39

2000

Learjet 45

072

2008

Learjet 45XR

383

1999

Learjet 60

168

2007

Learjet 60XR

320

1990

Piaggio P180

1004

1997

Bell 407

53121

Avjet multi April_Layout 1 19/03/2014 15:19 Page 1

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AIRCRAFT FOR SALE

2009 Airbus A318 S/N 3985

2012 Bell 429 S/N 57101

1987 Gulfstream GIV S/N 1029

1999 Learjet 60 S/N 172

1989 Challenger 601-3A S/N 5045

2000 Global Express S/N 9010

+1 (410) 626-6162 | sales@avjet.com | avjet.com

Avjet multi April_Layout 1 19/03/2014 15:20 Page 2

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AIRCRAFT FOR SALE

2001 BBJ S/N 32774

2003 Global Express S/N 9116

2002 Learjet 60 S/N 245

2008 Lineage 1000 S/N 19000140

1982 Westwind II S/N 361

1987 GIV S/N 1022

+1 (410) 626-6162 | sales@avjet.com | avjet.com

JetBrokers April 18/03/2014 11:07 Page 1

1989 Falcon 50, S/N 194, 7922 TT, MSP, Triple UNS-1K+, 4C c/w 1/13, Landing Gear O/Hed Nov 11, Great History, On CAMP, Aft Lav, Ready to go!, Asking $2,395,000.00

2008 Gulfstream G200, S/N 212, 1158 TT, Airshow 410, Iridium SATCOM, Warranty until 12/24/14, Premium Interior, Asking $10,500,000.00

2000 Citation Bravo, S/N 550B-0935, 4548 TT, On Power Adv, Pro Parts, TCAS II, Mk-VII EGPWS, EU-Ops, Phase 1-5 c/w 11/12, Asking $1,950,000.00

2011 Citation Mustang, S/N 510-0391, 362 TT, Chartview, Sat Phone, Current 135 – Available for Three-year Lease!

1999 Citation Bravo, S/N 550B-0871, 1890 TT, Garmin GTN750/650, TCAS 2, New Paint & Interior, Current 135, Available for Three-year Lease!

1987 Citation III, S/N 650-0132, 7857 TT, MSP Gold, Dual UNS-1D+, Universal MFD, PATS APU, Exc. Paint & Interior, Asking $1,390,000.00

2005 Hawker 400XP, S/N RK-411, 731 TT, Garmin GMX-200 MFD, XM Weather, Sat Phone, Like New, Airshow, Freon, One Owner, Asking $2,450,000.00

1991 Beechjet 400A, S/N RK-7, 5920 TT, 2210/2210 SMOH, New Paint and Interior, TCAS 2, Mk-V EGPWS, AMS-5000, Asking $995,000.00

Also Available Beechjet 400, S/N RJ-47 Citation CJ2, S/N 525A-0016 Citation II/SP, S/N 551-0039

Citation II, S/N 550-0326 Citation II, S/N 550-0216 Falcon 2000, S/N 8

Falcon 10, S/N 54 Sabreliner 65, S/N 465-45 Cheyenne IIXL, S/N 31T-8166017

JetBrokers April 18/03/2014 11:07 Page 2

2006 Bombardier Global 5000 S/N 9190, 1603 TT, Corp Care, Smart Parts, 5200nm Range, SATCOM, High Speed Data w/ WIFI, Make Offer

2010 King Air 350i, S/N FL-689, 646 TT, ESIS, Collins Venue, AirCell Axxess Satcom, TCAS 2, Nine Passenger, Asking $4,995,000.00

2010 Learjet 60XR, S/N 378, 1730 TT, Engines on ESP Gold, Pro-Line 21, IFIS, APU, On CAMP, Iridium Phone, Asking $6,850,000.00

1995 Hawker 800A, S/N 258254, 9121.1 TT, MSP Gold, TCAS II, Dual NZ-2000’s, Landing Gear O/H c/w 12/13, G Insp c/w 5/12, Asking $1,495,000.00

2005 Learjet 60SE, S/N 289, 2203 TT, ESP Gold, 8.33/FM Immunity, UNS-1E, Enh Mode S, On CAMP, Price Reduced to $3,500,000.00

2003 Pilatus PC12/45, S/N 494, 2150 TT, Garmin 750/650W, Dual EFIS, 8 Passenger Interior, Supp. Air Cond., One Owner, 5/10 Year & Annual c/w 6/13

1993 Learjet 31A, S/N 65, 6967 TT, Engines on JSSI Plus, TCAS 2, UNS-1C, TRs, Big Door, Single Point Refueling, 12 Yr due 5/17, Asking $950,000.00

1999 Socata TBM700B, S/N 151, 2422 TT, 626 TSHS, 43 SPOH, Skywatch, Garmin GMX-200 MFD, Dual Garmin GNS-530W, Asking $1,225,000.00

ST. LOUIS +1-636-532-6900 Phone

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Email: jetbroker@jetbrokers.com

Web: www.jetbrokers.com

BG 6 Oct13_FinanceSept 18/03/2014 13:52 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Business Aircraft Ownership & Ops: Chris Younger is a partner at GKG Law, P.C. practicing in the firm’s Business Aircraft Group. He focuses his legal practice on business aircraft transactions as well as issues relating to federal and state taxation and regulation of business aircraft ownership and operations. Mr. Younger can be contacted at cyounger@gkglaw.com

Common Mistakes, and How to Avoid Them.

In this two-part series, attorney Chris Younger describes several common mistakes that Boards make in connection with the acquisition and operation of business aircraft.

F “Unfortunately, due to these FAA regulatory requirements, this theory of liability protection is seriously flawed.”

orming a separate company to provide Business Aviation services as well as inadequate tax planning are addressed in this first part of our overview of common mistakes in business aircraft ownership and operations.

THE “FLIGHT DEPARTMENT COMPANY” A Board of Directors often decides to form a new company, separate from the primary operating business, to own and operate a business aircraft and provide air transportation services to its employees and their clients. An entity formed for this purpose is commonly referred to as a "Flight Department Company”.

A Flight Department Company typically employs, or contracts with third party vendors to obtain the services of flight crews, maintenance technicians, and other support personnel required for the operation of the business aircraft. Furthermore, a Flight Department Company provides air transportation services to the primary operating business and its affiliates operating its aircraft under Part 91 of the Federal Aviation Regulations (FAR).

The primary operating business typically makes direct payments to the Flight Department Company to cover expenses of flight operations.

A Board often utilizes this structure in a misguided attempt to provide the primary operating business with a shield against any liability arising from an aircraft accident or incident.

However, a company that has as its primary purpose the ownership of an aircraft it operates to provide air transportation services to another person and receives compensation of any kind whatsoever for the provision of such services, falls within the regulatory definition of a commercial charter air carrier.

Therefore, such a company must be certified to conduct aircraft operations in accordance with FAR Part 119 and must operate the aircraft under FAR Part 135.

AVOID THE MISTAKES OTHERS HAVE SLIPPED UP ON.

Unfortunately, due to these FAA regulatory requirements, this theory of liability protection is seriously flawed.

Consequently, unless a Flight Department Company has obtained the requisite certification to operate as a commercial charter air carrier, it is operating the aircraft it owns in an illegal manner as an unlicensed charter operator. These operations can result in civil and criminal liability for the Flight Department Company, its owners and officers and the flight crew on board its aircraft. Such operations also may void any insurance coverage applicable to its aircraft. Furthermore, these illegal operations likeU ly destroy the liability shield that the primary continued on page 58

54

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

A I R C R A F T SA L E S & ACQ U I S I T I O N S Duncan Aviation has been assisting companies around the world with the sales and acquisition of aircraft for over 50 years.

2005 Falcon 2000EX EASy

s/n 058

2,428 Total Time. ESP Gold Lite. Ten Passenger Interior.

Dual Independent Aircell ST-3100 Sat Phones.

1983 Lear 55

7,800 Total Time. MSP. P1/1A Mods. UNS-1C FMS. BAS ICT 12 Year. Paint. Interior in 2008. NDH.

s/n 371

425 Total Time. Collins ProLine 21 EFIS. TCAS 4000.

XM Weather. Seven Passenger Interior. One Owner.

2005 Citation Sovereign

s/n 195

2,074 Total Time. 1,274 Landings. ESP Gold.

Nine Passenger Interior. Wi-Fi.

1984 Challenger 601-1A

s/n 097

2011 Citation CJ3

2008 Gulfstream 200

s/n 18

4,120 Total Time. Primus EPIC EFIS. Dual FMS. Nine Passenger Interior. One Fortune 500 Owner Since New.

s/n 3024

Universal EHFI 640 Five Display EFIS. Dual UNS 1 FMS. 100% JSSI. Gear Overhaul July 2012.

2001 Gulfstream 100

s/n 140

4,711 Total Time. 3,866 Landings.

MSP Gold. APU.

1986 Citation III

s/n 650-114

10,062 Total Time. Engines on MSP. Universal UNS1-D FMS. Duncan Aviation Owned and Operated since 2003.

+1 402.475.2611 路 www.DuncanAviation.aero/aircraftsales 路 800.228.4277 World Aircraft Sales Ad 3_12_14.indd 1

3/13/2014 9:43:44 AM

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BG 6 Oct13_FinanceSept 18/03/2014 13:53 Page 2

What the Boardroom needs to know about Business Aviation

operating business intended to achieve by creating the Flight Department Company structure.

Fortunately, with careful advance planning, a Board can plan its aircraft ownership and operating structure in a manner that avoids the prohibition on the use of a Flight Department Company while still allowing it to meet most, or all of its liability protection planning objectives.

INADEQUATE SALES AND USE TAX PLANNING Boards often fail to engage timely and thorough state sales and use tax planning with respect to an aircraft acquisition. Most states impose sales and use taxes on aircraft ranging from two to ten percent of the aircraft’s purchase price. For equipment with a $20 million value, the potential sales tax liability can range from $400,000 to $2 Million. Therefore, one of the most important tasks for the Board to undertake is ensuring that neither the purchase of an aircraft nor its subsequent use create an unintended sales or use tax liability.

The first order of business is to ensure that the aircraft is delivered in a state with no sales tax or with an applicable exemption from sales tax. Some states exempt all aircraft sales from their sales tax. Also, many states have sales tax exemptions for aircraft delivered to a non-resident purchaser for prompt removal from the state (commonly referred to as a “fly-away” exemption). The key for the Board is to determine the closing location with the best sales tax result.

Aircraft purchasers often assume that purchasing

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

an aircraft in a state that either has no sales tax or exempts the purchase from its sales tax will completely eliminate sales tax liability with respect to the aircraft. This supposition ignores the fact that every state that imposes a sales tax also imposes a complementary use tax on aircraft that are operated or stored in that state.

Regardless of whether the aircraft was delivered in a state where no sales tax was imposed, a use tax liability typically arises in the state (or states) where an aircraft is stored or habitually located. Therefore, contrary to popular belief, taking delivery of an aircraft in a state where no sales tax is imposed and owning the aircraft in an entity that is formed in a state without sales tax (e.g., Delaware) will not enable a company to avoid sales and use tax liability altogether.

A Board can create a plan for acquisition, ownership and operating of a business aircraft that eliminates or minimizes potential sales and use tax liability. However, once liability for sales or use tax has accrued, it is nearly always impossible to “unwind” the transaction and avoid the liability. Therefore, it is imperative that such planning be conducted prior to the acquisition of a business aircraft so that it can be implemented in conjunction with that acquisition.

Next month, attorney Younger will address federal tax issues as well as the need for adequate documentation pertaining to business aircraft.

“This supposition ignores the fact that every state that imposes a sales tax also imposes a complementary use tax on aircraft that are operated or stored in that state.”

Do you have any questions or opinions on the above topic?

Get them answered/published in World Aircraft Sales Magazine. Email feedback to: Jack@avbuyer.com Business Aviation and the Boardroom continues on Page 60

www.AvBuyer.com

Aircraft Index see Page 4

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BG 7 Apr14_FinanceSept 18/03/2014 14:03 Page 1

BUSINESS AVIATION AND THE BOARDROOM

Turboprops Give More...

Turboprops, more often than not, enjoy better times than the jet and piston aircraft markets. Perhaps that has to do with owner-flying. The top-selling turbos tend to be aircraft that are continually popular among those needing fuel-efficient, multi-mission types. he latest GAMA figures for this aircraft segment confirms the ongoing popularity of turboprop singles and twins. The numbers speak for themselves with 645 single and twin-engine types delivered throughout 2013; 10.4% more than the previous year.

Beechcraft, Daher-Socata and Piper Aircraft recorded their highest delivery numbers since 2009 for their respective King Air, TBM 850 and Meridian models. Additionally, Quest Aircraft attained a record-high last year with deliveries of its Kodiak turbo single (you’ll find the whole GAMA report starting on Page 104 of this issue).

While exceptions exist anywhere, generally turboprop airplanes offer a common set of attractive attributes. The engines are responsible for most.

Turboprop engines benefit today from propeller designs that are far more sophisticated than only a decade ago, and resulting in lower maintenance costs; longer overhaul cycles; improved climb and cruise performance; and in turn reduced noise levels in the cabin.

In addition, specific fuel consumption numbers continue to improve, with the practical effect of allowing the use of higher power-levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off, climb and cruise speed. Another

T “ While exceptions exist anywhere, generally turboprop airplanes offer a common set of attractive attributes. The engines are responsible for most.”

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

advantage is the single-pilot operational simplicity, engineered into even the multi-engine turboprops.

The only exceptions to the sum total of these benefits exist among the unpressurized models that are available and form a small, important and dynamic segment of the turboprop market.

Today’s turboprops offer a broad range of turbine performance, propeller cost-effectiveness (some with at - or near to - Light jet cruise performance capabilities) with cabin and cockpit accoutrements that rival the best of the fanjet strata.

TURBOPROP PRICE GUIDE The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest.

The study spans model years from 1995 through Spring 2014 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the TBM 850 reported in the Spring 2014 edition of the Bluebook shows US$2.5m for a 2008 model, US$2.6m for a 2009 model, and so forth.

Aircraft are listed alphabetically, and Aircraft Specifications for the following models can be found in the Conklin & de Decker Specifications & Performance section of this issue beginning at Page 74.

U

Aircraft Index see Page 4

Charlie Bravo April_Layout 1 17/03/2014 14:52 Page 1

Retail Price Guide April14_RPG 18/03/2014 14:05 Page 1

BUSINESS AVIATION AND THE BOARDROOM

TURBOPROPS AVERAGE RETAIL PRICE GUIDE YEAR OF MANUFACTURE $ MODEL BEECH KING AIR 350i

2014 US$M

7.422

2013 US$M

2012 US$M

2011 US$M

2010 US$M

5.9

5.5

5.0

4.5

BEECH KING AIR 350 BEECH KING AIR 250

2009 US$M

3.9 6.105

5.0

BEECH KING AIR B200

4.6

2008 US$M

3.5

4.2

3.891

3.2

2007 US$M

2006 US$M

2005 US$M

3.3

3.2

3.1

2.7

2.5

2.4

1.7

1.6

4.4

BEECH KING AIR B200GT BEECH KING AIR C90GTX

SPRING 2014

2.8

4.0

3.5

2.6

2.4

BEECH KING AIR C90GTi

3.2

2.9

2.1

1.9

BEECH KING AIR C90GT BEECH KING AIR C90B

1.550

BEECH KING AIR C90SE CESSNA GRAND CARAVAN X

2.407

CESSNA 208B SUP C/MASTER X

2.0

CESSNA 208B SUP C/MASTER

1.850

1.750

1.650

1.550

1.4

1.350

1.3

1.250

1.275

1.225

1.125

1.375

1.3

1.175

3.5

3.2

2.725

2.6

2.5

2.4

2.3

1.4

1.3

1.2

1.1

2.4

1.9

1.8

CESSNA 208 CARAVAN-675

2.1

2.0

1.725

1.625

1.525

1.375

CESSNA 208B GRAND CARAVAN-675

2.150

2.050

1.775

1.675

1.575

1.475

CESSNA 208B GRAND CARAVAN CESSNA 208 CARAVAN PIAGGIO AVANTI - P180

6.875

6.0

5.5

5.1

4.6

3.8

PILATUS PC-12NG

4.1

3.7

3.5

3.3

3.1

2.8

PILATUS PC-12 PIPER MERIDIAN-PA46 QUEST KODIAK-100

1.975

SOCATA TBM 850

2.150

1.8

1.7

1.6

1.5

1.6

1.450

1.325

1.250

1.1

3.2

2.9

2.7

2.6

2.5

SOCATA TBM 700C2

1.675

1.625

SOCATA TBM 700B SOCATA TBM AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

Retail Price Guide April14_RPG 18/03/2014 14:07 Page 2

What the Boardroom needs to know about Business Aviation

What your money buys today 2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

YEAR OF MANUFACTURE $ MODEL BEECH KING AIR 350i

3.0

2.7

2.6

2.5

2.4

2.3

2.2

2.1

2.0

1.9

BEECH KING AIR 350 BEECH KING AIR 250

2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

1.5

1.450

BEECH KING AIR B200 BEECH KING AIR B200GT BEECH KING AIR C90GTX BEECH KING AIR C90GTi BEECH KING AIR C90GT

1.500

1.450

1.4

1.350

1.3 0.9

1.250

1.2

1.150

1.1

1.050

BEECH KING AIR C90B

0.850

0.825

0.8

0.775

0.750

BEECH KING AIR C90SE CESSNA GRAND CARAVAN X CESSNA 208B SUP C/MASTER X

1.2

1.150

1.1

1.050

1.1

1.050

1.0

0.950

1.0

0.950

0.925

0.900

0.875

0.850

CESSNA 208B SUP C/MASTER CESSNA 208 CARAVAN-675 CESSNA 208B GRAND CARAVAN-675

1.125

2.525

1.1

2.425

1.050

2.325

1.0

2.225

0.950

0.925

0.900

0.875

0.850

0.825

CESSNA 208B GRAND CARAVAN

0.900

0.875

0.850

0.825

0.800

0.775

CESSNA 208 CARAVAN

2.025

1.950

2.125

PIAGGIO AVANTI - P180 PILATUS PC-12NG

2.2

2.1

2.0

1.9

1.0

0.9

0.8

0.7

1.8

1.7

1.6

1.5

1.4

1.3

PILATUS PC-12 PIPER MERIDIAN-PA46 QUEST KODIAK-100 SOCATA TBM 850

1.575

1.525

SOCATA TBM 700C2 1.475

1.425

1.375

1.325

SOCATA TBM 700B 1.275

1.225

1.2

1.175

SOCATA TBM 700

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

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Flight Dept Mng1 April_Finance 18/03/2014 16:04 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

Self-Management and Personal Performance

by Jodie Brown he quote, “To know thy self”, etched above the Oracle of Delphi suggests that we seldom know ourselves as well as we should and that we can display offensive behavior without being aware of our actions. But if knowing one’s self were easy, it would not seem such a godly desire.

The only person anyone can truly control is one’s self. Self-management is a component of self-control and self-knowledge.

Being true to a list of governing principles will enable both.

Many, if not most, leaders reflect on their

T

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

prior week’s behavior, on their failures and their successes. They take note of what they did that worked and what didn't in the effort to achieve optimum results. No less is true for those who aspire to lead a company’s flight department. Consider the following suggestions for knowing and managing one’s self.

THE SELF-IMAGE PARADOX Behavioral psychologists believe that perhaps 70% of our mental programming is acquired by age 6 and as much as 95% is completed by the mid-teens. Our self-image is thus reached by our late teens. Dr. Shad www.AvBuyer.com

Helmstetter in his book, “What to say when you talk to Yourself” found that during our first 16 years we are told “no” or what we couldn’t do almost 148,000 times. That’s a lot of negative programming in our formative years. In addition, more youngsters were disciplined for doing things wrong than rewarded for doing things right. Such earlylife experiences have a significant impact on a harsh self-image that must be overcome when we are asked to lead.

If we apply the 80/20 rule, we could be one of the 80% who have a poor self-image and tend to be hard on ourselves. Often people with a poor self-image or low self-esteem Aircraft Index see Page 4

Flight Dept Mng1 April_Finance 18/03/2014 16:06 Page 2

TRACK WHERE AND HOW YOU SPEND YOUR TIME

tend to hide their weaknesses by focusing on what's wrong in others. Attempting to control others is very important to people with low self-esteem who tend to be self-protective, frequently blame others, and often display aggressive behavior when trying to communicate.

People with relatively high esteem, on the other hand, project a high level of warmth and enthusiasm. They are more comfortable with uncertainty and don’t fret about looking bad or being blamed for failure. Their focus is not on themselves but on what needs to be accomplished personally and through others.

In practicing a friendly and upbeat attitude, and having faith in the employee, they accomplish much more as managers.

CREATE RAPPORT Effective leaders motivate others by developing rapport so that people feel their needs are fulfilled. We create rapport by discovering things that we have in common. This is done mostly through communication. Since less than 10% of what is communicated is through words, much of what we convey is through tone of voice and other unstated factors.

Communication can be complicated by conflicting priorities and deadlines that change at the last minute. Frustration, anxiety and stress Advertising Enquiries see Page 8

can weave themselves into our message and cause others to miss its content because of our body language and tone. People don’t listen to the lyrics if they hate the tune. Observe the reaction and behavior in others. Learn to motivate yourself through self-talk. Is your communication effective? If not, reframe your message and change your tune.

clock and stay productive. You can be your own worst enemy by responding Pavlovianstyle to every incoming email and phone call.

Organization is the foundation of time management.

1. Eliminate waste 2. Delay immediate gratification 3. Discipline yourself to conquer undesirable but necessary tasks.

OBSERVE YOURSELF AND OTHERS Effective managers watch the ways they spend their time. You have more control over your time than you think. For just one week, track where and how you spend your energy and time. The more you improve your timemanagement, the easier it is to make efficient choices. If time is money, keep an account.

For a person who makes $100,000 a year, that amounts to about $50 an hour. Was that email response worth the $75 time investment?

TIME-MANAGEMENT IS A MENTAL TOOL You can save a lot of time simply by limiting distractions, and we all know how our passion for aviation can be distracting. Time is also wasted switching between activities.

Getting the mind continually re-focused is inefficient and draining. Keep an eye on the www.AvBuyer.com

DECISION-FATIGUE Making incessant decisions can be mentally exhausting, and managing a flight department presents many challenges. Even the smartest people won’t make good choices when they need rest and their energy level is low. Pacing one’s self is essential. People who are good at self-management consciously structure their lives. Mornings are better for complex decision making, and afternoons are the time for coping with menial tasks. A wise person will not try to restructure a business at the end of a day.

Self-knowledge and self-management are about looking on the inside and showing your best on the outside. Think success.

Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine. Email feedback to Jack@avbuyer.com WORLD AIRCRAFT SALES MAGAZINE – April 2014

65

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Flight Dept Mng2 April_Finance 18/03/2014 16:13 Page 1

FLIGHT DEPARTMENT MANAGEMENT SKILLS

NBAA 2014 Leadership Conference Experts in leadership and management provided valuable insights to the largest assembly of Business Aviation professionals in the conference’s history.

ach year in February, NBAA presents an impressive program of speakers with established credentials in the art and science of leadership.

Organized by the Associations’ Corporate Aviation Management Committee and this year co-chaired by Jeannine Falter, Vice President of Business Development for Duncan Aviation and Bob Hobbi, Founder, CEO and President of Service Elements, the event attracted 362 attendees.

This year’s Conference, held in Atlanta, Georgia, featured eight speakers with impressive credential as authors and consultants in key leadership topics, including trust, accountability, presentation techniques, perseverance and motivation.

E

• David Horsager, author of The Trust Edge: How Top Leaders Gain Faster Results, Deeper Relationships, and a Stronger Bottom Line, emphasized that a lack of trust was a company’s as well as a person’s biggest expense. Citing examples from contemporary news stories, he illustrated the damaging impact on income and reputation that occurs when trust is lost. He identified “Pillars of Trust” as clarity, compassion, character, competence, commitment, connection/collaboration, contribution and consistency.

Capping his highly relevant session, Horsager urged his audience to practice his “ODC” approach: Establish what you want to achieve—i.e., the Outcome. Have a Deadline for the tasks to be achieved.

And be sure to Clarify your expectations so that all who are involved are clear about what is expected.

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

Flight Dept Mng2 April_Finance 18/03/2014 16:15 Page 2

FLIGHT DEPARTMENT MANAGEMENT SKILLS •

•

Cy Wakeman, noted for her expertise as a workshop facilitator and keynote speaker, discussed personal accountability and examined strategies that conference attendees could use to avoid excuses and to achieve results in their professional lives.

Using her book Reality-Based Leadership as a reference, she focused on how to be a leader who stimulates associates to expand their thinking and to realistically understand the circumstance in which they find themselves. Her presentation stressed the need to take responsibility for one’s own actions, in part by understanding the relationship between accountability, engagement and achievement. Her message was clear: Uncover destructive thought patterns in yourself and others.

Diffuse the drama, and lead by empowering others to focus on facts and think for themselves. “When we stop judging and start helping”, said Wakeman, “everything becomes possible.”

Topher Morrison used his considerable skills as a professional speaker to illustrate techniques for effective presentations. His enlightening insights were augmented by the talents of John Heffron, recently the winner of NBC Television’s Last Comic Standing. Following Morrison’s and Heffron’s introductory and concise remarks, volunteers were asked to make 60-second pitches to the audience about any subject they selected, which usually was something about their professional relationship with Business Aviation. Morrison and Heffron then offered each volunteer a brief critique of their presentation, adding one or two suggestions for putting more punch into their delivery. Using the advice, the volunteer revised and represented his or her pitch.

The improvements were impressive.

Clearly attendees at the Leadership Conference found the interaction valuable.

DAY TWO •

Continuing a recurring Leadership theme of personal accountability, author and business consultant John G. Miller launched the conference’s second and concluding day by urging attendees to ask themselves a fundamental question when faced with a problem: “What can I do to contribute to the solution?”

Accountability, he noted, was not a “team thing.” It is a personal thing. Leaders do not hide behind the team. They recognize that personal accountability is a core value that positively contributes to greater productivity, better teamwork, enhanced morale, workplace safety, effective communications and enhanced problem

Advertising Enquiries see Page 8

LAST COMIC STANDING’S JOHN HEFFRON JOINED TOPHER MORRISON TO TEACH ON EFFECTIVE PRESENTATIONS.

solving. Miller often referred to his highly acclaimed book on personal accountability, QBQ: The Question Behind the Question.

• Thanks to the sponsorship of Duncan Aviation, all attendees at the conference received copies of David Horsager’s The Trust Edge, Cy Wakeman’s Reality-Based Leadership and John Miller’s The Question Behind the Question.

•

Extreme sport expert Robyn Benincasa illustrated the elements of teamwork that enabled her to be a winning contestant during 15 years of participation in grueling endurance races through the jungles and wilds of third-world countries.

Relating her approach to teamwork to the cooperation between venture racers, she encouraged Leadership attendees to focus on eight essential elements: Total Commitment, Empathy & Awareness, Adversity Management, Mutual Respect, “We” Thinking, Ownership of the Project, Relinquishment of Ego, and Kinetic Leadership. Her well-illustrated talk was www.AvBuyer.com

•

punctuated by reference to her book entitled How Winning Works: 8 Essential Leadership Lessons From the Toughest Teams on Earth.

The afternoon’s session was led by Garrison Wynn, an amusing and talented motivational speaker with fascinating stories based upon his research of successful owners and managers of top-performing companies. Attendees found his presentation—The Real Truth About Success: What the top 1% Do Differently and Why They Won’t Tell You, captivating.

Lou Holtz, famed coach of Notre Dame and other winning football teams, entertained and educated attendees with his presentation on leadership and accountability—clearly an inspiring and informative conclusion to NBAA’s 2014 Leadership Conference.

For students of management and leadership, NBAA’s annual conference organized by the Association’s Corporate Aviation Management Committee is a must.

More information from: www.nbaa.org/events/leadership

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AirCompAnalysisApril14_ACAn 18/03/2014 16:18 Page 1

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER CHALLENGER 300

GULFSTREAM G200 CHALLENGER 300

Bombardier Challenger 300

by Michael Chase n this month’s Aircraft Comparative Analysis, we’ll provide information on a selection of 2011 pre-owned business jets in the $13m-$16m range for the purpose of valuing the Bombardier Challenger 300 aircraft. The current new/pre-owned percentage split for the Challenger 300 is 45%/55%, respectively, according to JETNET records.

Within the scope of this article, we will consider the usual productivity parameters payload/range, speed and cabin size - and cover current and future market values. The field in this study includes the Gulfstream G200.

I

BRIEF HISTORY The Challenger 300, formerly known as the Bombardier Continental, is a new-generation aircraft designed to deliver excellent value in the super mid-size business jet category. It was built to offer transcontinental range and excellent long-range cruise speed without

68

WORLD AIRCRAFT SALES MAGAZINE – April 2014

sacrificing airfield performance, an eight-passenger cabin load, and operating costs equivalent to (or better than) other current midsize jets. Ultimately, the Challenger 300 is designed to transport eight passengers 3,100nautical-miles non-stop with NBAA IFR reserves.

FAA type certification was received in June 2003, with entry into corporate service soon after. This aircraft is RVSM certified, and will start to be replaced by the new model Challenger 350 later in 2014.

CHART A - MARKET SHARE Market Delivery Share % March 2014 Total 680 Aircraft

Challenger 300 (2003 - Present) Gulfstream G200 (1999-2012)

MARKET SHARE As Chart A represents, the Market Delivery percentage share for this field of comparison as of March 2014 was 64% for the Challenger 300 and 36% for the G200 of a total 680 combined aircraft in operation.

36% 64%

PAYLOAD AND RANGE The data contained in Table A (overleaf) is sourced from Conklin & de Decker and also the Business & Commercial Aviation (B&CA) ❯ www.AvBuyer.com

SOURCE: JETNET

Aircraft Index see Page 4

LEAS Single April_LEAS 17/03/2014 14:53 Page 1

Contact us: USA 201-891-0881 aircraftsales@leas.com WWW.LEAS.COM 1999 Gulfstream V s/n 565 Engines on RR Corporate Care, APU on MSP, Avionics on Honeywell HAPP, On Honeywell Mechanical Protection (MPP), Aircell Wi-Fi, Heads Up Display, Interior refurbished 2011

2006 Challenger 604 s/n 5633 Engines on GE OnPoint, APU on MSP Gold, On Smart Parts, Precision Plus Upgrade w/ Autothrottle, Hi-speed internet & wi-fi, Gross weight increase mod, New Interior & paint 2012, Operated Part 135 Price $7,800,000

2005 Gulfstream 200 s/n 126 10 passenger, Engines on ESP, APU on MSP, Avionics on CASP Program, 8C insp. in progress (pre-buy opportunity) Autothrottle

2001Gulfstream IV-SP s/n 1445 Well cared for aircraft, Upgraded APU on MSP, Avionics on HAPP, Wi-Fi internet, ASC 481 (ADS-B Out), Satellite & digital phones, Part 135 equipped, Paint and interior in excellent condition

1996 Gulfstream IV-SP s/n 1296 APU on MSP, Avionics on HAPP, ATG-4000 broadband transceiver Wi-Fi, Racal MCS 6000 SATCOM, Airshow 4000, ASC-469 Water Line Heater Upgrade Price $5,495,000

Price $4,950,000

2000 Citation X s/n 750-0122 Engines RR Corporate Care, APU on Aux Advantage, 9-yr insp. & Doc 3 c/w Aug/Sept. 2011, 4500 hr. c/w 8/2008, Maintained Part 135

1990 Gulfstream IV s/n 1137 Engines 300 hrs since midlife, APU on MSP, 72-mo. insp.

10/2013, Direct TV, ASC 469 Water Line Ribbon Heater 12/ 2010, New carpet, side panels & divan fabric 11/2011 Price $2,395,000

2005 Embraer Legacy 600 s/n 14500933 Engines & APU 100% JSSI, 8-yr “C” check 8/2013, Paint 1/ 2012, interior 9/2011, Steep Approach Kit (London City), Has operated Commercial EU-OPS 1

1999 Hawker 800XP s/n 258419 Engines on MSP, Avionics on HAPP, New paint & refreshed interior 2007, On CAMP, on Hawker progressive maintenance schedule

L E A D I N G E D G E AV I AT I O N S O L U T I O N S , L L C

W W W. L E A S . C O M

AirCompAnalysisApril14_ACAn 18/03/2014 16:20 Page 2

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER CHALLENGER 300

TABLE A – PAYLOAD & RANGE MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

Max P/L w/avail. fuel IFR Range (nm)

Challenger 300

38,850

14,045

270

3,350

1,105

3,340

2,581

Gulfstream G200

35,450

15,000

250

4,050

650

3,530

2,371

Model

May 2013 issue. As we mentioned in past articles, a potential operator should focus on payload capability as a key factor. The Challenger 300’s ‘Available payload with Maximum Fuel’ at 1,105 lbs is considerably more than that of the Gulfstream G200 (650 lbs). Also, depicted – according to Aircraft Cost Calculator the Challenger 300 burns 270 gallons per hour (GPH), which is 20 GPH (8%) more fuel than the Gulfstream G200 at 250 GPH.

CABIN VOLUME

Data courtesy of Conklin & de Decker; ACC; B&CA magazine May & Aug. Editions.

According to Conklin & de Decker, the cabin volumes of the Challenger 300 (at 860 cubic feet) and the Gulfstream G200 (at 868 cubic feet) are basically the same. The Challenger 300 is four feet longer than the Gulfstream G200, while the G200 cabin is taller than the Challenger 300, as depicted in Chart B (left) (illustration by the UPCAST JETBOOK).

CHART B - CABIN CROSS-SECTION

POWERPLANT DETAILS Powered by two Honeywell HTF7000 engines, the Challenger 300 powerplants each offer 6,826 lbs of thrust. The G200 is powered by a pair of Pratt PW306A engines offering less thrust at 6,040 lbs each.

COST PER MILE COMPARISONS SOURCE: UPCAST JETBOOK, www.upcast-media.com

CHART C – COST PER MILE*

$4.83

Gulfstream G200

Challenger 300

$0.00

$4.77

$1.00

$2.00

$3.00

$4.00

$5.00

$6.00

US $ per nautical mile * 1,000 nm, 800 lbs Payload Mission Costs

Using data published in the May 2013 B&CA Planning and Purchasing Handbook and the August 2013 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2013 edition was $6.08 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published.

Note: Fuel price used from this source does not represent an average price for the year.

Chart C (left) details ‘Cost per Mile’, and compares the Challenger 300 to the G200 factoring direct costs, and with each aircraft flying a 1,000nm mission with an 800 pound (four passengers) payload. The Challenger 300 at $4.77 cost per mile is slightly lower than the G200 ($4.83) cost per mile.

TOTAL VARIABLE COST COMPARISONS

CHART D - VARIABLE COST Challenger 300

The ‘Total Variable Cost’, illustrated in Chart D (left) (defined as the cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense) reveals the Challenger 300, at $2,158, costs more per hour than the G200 at $2,021.

$2,158

Gulfstream G200

$2,021

PRODUCTIVITY COMPARISONS $0

$1,000

$2,000

$3,000

US $ per hour Source: B&CA August 2013 Operations Planning Guide

70

WORLD AIRCRAFT SALES MAGAZINE – April 2014

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The points in Chart E (top right) center on the same aircraft. Pricing used in the vertical axis is as published in the B&CA August 2013 Operations Planning Guide. The productivity index requires further discussion in Aircraft Index see Page 4

AirCompAnalysisApril14_ACAn 18/03/2014 16:22 Page 3

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER CHALLENGER 300 that the factors used can be somewhat arbitrary. Productivity can be (and it is here) defined as the multiple of three factors:

CHART E - PRODUCTIVITY $25.0 $20.0

Challenger 300 $15.0

Gulfstream G200

$10.0 $5.0 $0.0 0.8

1.0

1.2

1.4

1.6

Index (Speed x Range x Cabin Volume / 1,000,000,000)

TABLE B - COMPARISON TABLE Long Range Cruise Speed

Cabin Volume (cu ft.)

Max Payload w/avail fuel range(nm)

Challenger 300

459

860

2,581

$16m (2011)

Gulfstream G200

430

868

2,371

$13m (2011)

Model

VREF Price $ (Model Year)

In Operation

% For Sale

Sold*

434

6.20%

47

246

10.20%

40

Data courtesy of Conklin & de Decker; JETNET; Operations Planning Guide B&CA * Pre-owned Full Sales Transactions in the past 12 months, Source: JETNET

CHART F - ASK PRICES vs AFTT & AGE Challenger 300 Value From Age in Years

Challenger 300 Demand $20

-0.4932

Price (unbiased) =3.37e+07 *Years Adj R 2 = 79.4%, P-Value = 0.01%

$18

ob 9 ob 10

$16

ob 11

o b 4 ob 5 ob 6 +2

ob 12

$14 $12

ob 8

+1

ob 2 ob 3

ob 1

-1 -2

$10

ob 7

Price = 22.1Qty R 2 = 0.9998

-0.376

$8 $6

ASKING PRICES VS AFTT/AGE Chart F (right), sourced from the Multidimensional Economic Evaluators (MEE) Inc., (www.meevaluators.com), shows a Value and Demand chart for the Challenger 300.

The current pre-owned market for the Challenger 300 shows 27 aircraft ‘For Sale’.

Twelve of these 27 have an asking price, while 15 are inviting offers. We have plotted the 12 with asking prices into our chart.

Left: The Value of Challenger 300s is correlated to their usage as measured by their Total Time in Hours. Note that at least one Observation, No. 9, is more than 2 standard deviations higher than its prediction. We can be confident that Observation 9 is overpriced. It has been on the market for 406 days. The ‘average days on the market’ before a Challenger 300 is sold is 214 days.

Advertising Enquiries see Page 8

Price 2014$M

The result is a very large number so for the purpose of charting, each result is divided by one billion. The examples plotted are confined to the aircraft in this study. A computed curve fit on this plot would not be very tight, but when all business jet aircraft are considered, the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size.

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Challenger 300, as shown in the productivity index, is highly productive.

The acquisition price of the Challenger 300 is more than the Gulfstream G200, as is the total hourly variable cost – however, although the Challenger 300 offers slightly less cabin height, it offers more length, is less expensive to operate on a cost-per-mile basis, and offers nearly double the available payload of the G200, with maximum fuel, along with a higher long range cruise speed.

Table B (right) contains the average equipped prices from Vref for each aircraft based on 2011 pre-owned prices. The long range speed, cabin volume and maximum payload values are from Conklin and de Decker. The number of aircraft in-operation, percentage ‘For Sale’ and sold (last 12 months) are as reported by JETNET.

Price (Millions)

1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities.

$4 $2 $0 16

14

12

10

8

6

4

2

0

2

4

6

8

10

Quantity

Years

Source: Multi-dimensional Economic Evaluators (MEE)

Compare, for contrast, Observation 2. In this view, we show it to be only slightly overpriced. The chances are that Observation 2 is correctly priced.

(As noted by JETNET in Table B, there were 47 Challenger 300s sold over the past 12 months so it is an active marketplace with ample buyers. However, many factors are to be considered in addition to the asking prices - such as optional equipment, fresh paint and interior, the maintenance performed, etc.)

Right: The Demand Curve on the right is highly correlated (R2=0.99) and it is very shallow as its slope is -0.376. This means that there is more money at the lower end of the market than at the upper end. The demand curve revealed we can separate the data into three bins. The lowest bin has the most quantity ranging in asking prices below $12m.

One can read from the total time hours (green) of an aircraft across to the demand curve (red) to find a reasonable asking price. ❯

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71

AirCompAnalysisApril14_ACAn 19/03/2014 10:55 Page 4

AIRCRAFT COMPARATIVE ANALYSIS BOMBARDIER CHALLENGER 300 DEPRECIATION SCHEDULE FOR BUSINESS AIRCRAFT Aircraft that are used in a trade, business, or for the production of income that are primarily operated domestically, and not used in common or contract carriage may be depreciated over a five-year Modified Accelerated Cost Recovery System (MACRS) schedule.

Aircraft used in common or contract carriage (e.g., Part 135) are depreciable under seven-year MACRSs, see Table C (right).

For illustrative purposes, Table D (right) shows an example of using the MACRS schedule for a 2011 Challenger 300 in Private (Part 91) and Charter (Part 135) operations over five- and seven-year periods assuming a Vref retail value of $16.0 million.

LOCATION BY CONTINENT The major based-at locations for the Challenger 300, per information compiled

by JETNET in its STAR reporting system are the United States (73%) and Europe (16%); an aggregate of 89% of the fleet.

RANGE COMPARISON Chart G (right) shows the circle ranges from Shanghai, China, for both the Challenger 300 and Gulfstream G200, as sourced from Aircraft Cost Calculator. The Challenger 300 shows greater range coverage than the Gulfstream G200. [Note: For jets and turboprops, ‘Seats Full Range’ represents the maximum IFR range of the aircraft at LongRange Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200 nautical mile alternate.

The lines depicted do not include winds aloft or any other weather-related obstacles.]

TABLE C - PART 91 & 135 MACRS SCHEDULE Following is the MACRS schedule for PART 91: Year 1 2 3 4 5 6

Following is the MACRS schedule for PART 135:

Deduction 20.00% 32.00% 19.20% 11.52% 11.52% 5.76%

Year 1 2 3 4 5 6 7 8

Deduction 14.29% 24.49% 17.49% 12.49% 8.93% 8.92% 8.93% 4.46%

SOURCE: NBAA

TABLE D - MACRS DEPRECIATION SCHEDULE $16.0M CHALLENGER 300 2011 Challenger 300 - Private (Part 91) Full Retail Price - Millions Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

$16.0 1

2

3

4

5

6

20.0% $3.2 $12.8 $3.2

32.0% $5.1 $7.7 $8.3

19.2% $3.1 $4.6 $11.4

11.5% $1.8 $2.8 $13.2

11.5% $1.8 $0.9 $15.1

5.8% $0.9 $0 $16.0

2011 Challenger 300 - Charter (Part 135) Full Retail Price - Millions Year Rate (%) Depreciation Depreciation Value Cumulative Depreciation

$16.0 1

2

3

4

5

6

7

8

14.3% $2.3 $13.7 $2.3

24.5% $3.9 $9.8 $6.2

17.5% $2.8 $7.0 $9.0

12.5% $2.00 $5.0 $11.0

8.9% $1.43 $3.6 $12.4

8.9% $1.43 $2.1 $13.9

8.9% $1.43 $0.7 $15.3

4.5% $0.71 $0.0 $16.0

Source ACC – www.aircraftcostcalculator.com

CHART G - RANGE COMPARISON

SUMMARY Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value. There are other qualities such as terminal area performance, time to climb performance, and maximum transition altitude levels that might factor in a buying decision, too, however.

Essentially, the Challenger 300 fares well against its competition, so those operators in the market should find the preceding comparison of value. Our expectations are that the Challenger 300 aircraft will continue to do very well in the pre-owned market for the time being.

For more information: Michael Chase is president of Chase & Associates, and can be contacted at: 1628 Snowmass Place, Lewisville, TX 75077; Tel: 214-226-9882; Email: Mike@avbuyer.com, Web: www.mdchase.com

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

SOURCE: AIRCRAFT COST CALCULATOR

Next month in Comparative Analysis Dassault Falcon 900 EX/EASy www.AvBuyer.com

Aircraft Index see Page 4

General Aviation April_Layout 1 17/03/2014 14:59 Page 1

ACSpecs Intro April14_AC Specs Intronov06 18/03/2014 11:30 Page 1

AIRCRAFT SPECIFICATIONS: TURBOPROPS

MAY ISSUE: Large Cabin Jets JUNE ISSUE: Medium Jets JULY ISSUE: Entry Level & Light Jets AUGUST ISSUE: Turboprops

Aircraft Performance & Specifications Description of Cost Elements he World Aircraft Sales Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models.

This month’s category of aircraft Turboprops – appears opposite, to be followed by Large Cabin Jets next month.

Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too.

If there are any other ways in which we can improve the content or presentation of this information, please let us know.

T

❯ Tel: +44 (0) 208 255 4000; Fax: +44 (0) 208 255 4300; Email: editorial@avbuyer.com. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs.

VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses.

SPECIFICATIONS - GENERAL: CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door.

BAGGAGE Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.).

CREW SEATS/SEATS EXECUTIVE This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.).

WEIGHTS: • Maximum Take-Off Weight and Maximum Landing Weight are specified during aircraft certification.

• Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies.

• Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS).

• Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight.

• Maximum Payload is the maximum zero fuel weight minus the basic operating weight.

SPECIFICATIONS PERFORMANCE RANGE: • Range - Seats Full is the maximum IFR range of the aircraft with all passenger seats occupied. This uses the NBAA IFR alter-

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nate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

• Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied.

This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

• VFR Range - Seats Full is the maximum VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft.

• VFR Ferry Range - is the maximum VFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft.

BALANCED FIELD LENGTH BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Takeoff Weight (MTOW).

LANDING DISTANCE (FACTORED) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers.

Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle.

RATE OF CLIMB (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. CRUISE SPEED (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range.

ENGINES The number of engines, manufacturer and model are shown.

Aircraft Index see Page 4

BE EC HC RA FT KIN GA IR C9 BE 0B EC HC RA FT KIN GA IR C9 BE 0G EC T HC RA FT KIN GA IR C9 BE 0G EC Tx HC RA FT KIN GA IR C9 BE 0G EC Ti HC RA FT KIN GA IR C9 0S BLA E CK HA WK KIN GA IR C9 BE 0X EC P1 HC 35 RA A FT KIN GA IR B2 BEE 00 CH CR AF TK ING AIR B2 00 GT

AircraftPer&SpecApril14_PerfspecDecember06 18/03/2014 11:34 Page 1

TURBOPROPS $1,132.42

$1,297.93

$1,270.59

$1,277.97

$1,162.12

$1,318.60

$1,413.45

$1,555.30

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

CABIN LENGTH FT.

12.4

12.4

12.4

12.4

12.4

12.4

16.7

16.7

CABIN VOLUME CU.FT.

227

227

227

227

227

227

303

303

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

BAGGAGE VOL. INT. CU.FT.

48

48

48

48

48

48

54

55

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

5

5

5

5

5

6

6

MTOW LBS

10100

10100

10485

10100

10100

10100

12500

12500

MLW LBS

9600

9600

9700

9600

9600

9600

12500

12500

B.O.W. W/CREW LBS

7210

7200

7235

7200

6625

7210

8820

8760

USEABLE FUEL LBS

2573

2573

2573

2573

2573

2573

3645

3645

PAYLOAD WITH FULL FUEL LBS

377

387

737

387

902

377

125

185

MAX. PAYLOAD LBS

2950

2306

2143

2306

3205

2950

2180

2240

RANGE - SEATS FULL N.M.

640

-

903

-

640

739

920

960

MAX. RANGE N.M.

940

981

1152

981

940

1174

1580

1650

BALANCED FIELD LENGTH FT.

4519

4519

3888

4519

4519

4519

5300

3640

LANDING DIST. (FACTORED) FT.

3692

4007

4002

4007

3692

4007

4417

4437

R.O.C. - ALL ENGINES FT PER MIN

2010

1953

1953

1953

2000

1953

2448

2450

R.O.C. - ONE ENGINE OUT FT PER MIN

495

474

474

474

554

474

745

745

MAX. CRUISE SPEED KTAS

250

270

274

270

250

270

290

305

NORMAL CRUISE SPEED KTAS

234

-

274

-

234

270

283

298

L/RANGE CRUISE SPEED KTAS

195

206

204

206

195

206

226

226

2

2

2

2

2

2

2

2

PT6A-21

PT6A-135A

PT6A-135A

PT6A-135A

PT6A-21

PT6A-135A

PT6A-42

PT6A-52

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

❯

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

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75

AIRCRAFT SPECIFICATIONS

BE EC HC RA FT KIN GA IR 25 BE 0 EC HC RA FT KIN GA IR 35 BE 0 EC HC RA FT KIN GA IR 35 BE 0i EC HC RA FT KIN GA IR 35 CE 0iE SSN R A2 08 CA RA VA N CE SSN A2 08 BG RA ND CA CE RA SSN VA NE A2 X 08 BG RA ND CA RA BLA VA CK N HA WK XP 42 A

AircraftPer&SpecApril14_PerfspecDecember06 18/03/2014 11:42 Page 2

TURBOPROPS $1,574.92

$1,584.02

$1,580.44

$1,598.56

$664.65

$740.52

$672.75

$926.01

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.5

4.5

4.5

4.5

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

5.3

5.3

5.3

5.3

CABIN LENGTH FT.

16.7

19.2

19.2

19.5

12.75

16.75

16.75

16.75

CABIN VOLUME CU.FT.

303

355

355

355

254

340

340

340

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.19

4.2

4.2

4.2

DOOR WIDTH FT.

2.23

2.25

2.25

2.23

4.08

4.07

4.08

4.08

BAGGAGE VOL. INT. CU.FT.

55

56

56

55

32

32

32

33

BAGGAGE VOL. EXT. CU.FT.

-

16

16

-

-

-

-

112

CREW #

2

2

2

2

1

1

1

1

SEATS - EXECUTIVE #

7

8

8

8

9

9

9

9

MTOW LBS

12500

15000

15000

16500

8000

8807

8750

9062

MLW LBS

12500

15000

15000

15675

7800

8500

8500

9000

B.O.W. W/CREW LBS

8980

9885

10000

10585

4940

5305

5270

5300

USEABLE FUEL LBS

3645

3611

3611

5192

2224

2247

2224

2224

PAYLOAD WITH FULL FUEL LBS

-35

1604

1489

823

871

1290

1291

1573

MAX. PAYLOAD LBS

2020

2615

2500

2415

2860

3195

3230

3200

RANGE - SEATS FULL N.M.

636

1440

1440

1635

325

494

529

627

MAX. RANGE N.M.

1575

1550

1550

2365

835

739

789

734

BALANCED FIELD LENGTH FT.

3925

3300

3300

5105

2055

2742

2420

2195

LANDING DIST. (FACTORED) FT.

4625

4140

4143

4770

2508

2800

2625

2625

R.O.C. - ALL ENGINES FT PER MIN

2437

2700

2700

2400

1234

1331

975

1214

R.O.C. - ONE ENGINE OUT FT PER MIN

682

622

622

337

-

-

-

-

MAX. CRUISE SPEED KTAS

292

320

320

303

186

194

184

198

NORMAL CRUISE SPEED KTAS

282

310

310

265

175

187

182

186

L/RANGE CRUISE SPEED KTAS

232

234

234

238

147

162

156

159

2

2

2

2

1

1

1

1

PT6A-52

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-114A

PT6A-140

PT6A-114A

PT6A-42A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

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Aircraft Index see Page 4

PIP ER ME RID IAN PA 46 TP QU EST AIR CR AF TK OD IAK

PIL AT US PC -12 NG

85 0 PIA GG IO AV AN TI P 18 0 PIA GG IO AV AN TI P 18 0I I PIL AT US PC -12

DA HE R-S OC ATA

DA HE R-S OC ATA

TBM

TBM

70 0C 2

AircraftPer&SpecApril14_PerfspecDecember06 18/03/2014 11:44 Page 3

TURBOPROPS $803.54

$944.94

$1,693.19

$1,520.87

$946.16

$948.05

$636.57

$639.10

CABIN HEIGHT FT.

4.1

4.1

5.8

5.8

4.75

4.83

3.9

4.5

CABIN WIDTH FT.

4

4

6.1

6.1

5

5

4.2

4.8

CABIN LENGTH FT.

10

10

14.9

17.5

16.9

16.92

12.3

15.5

CABIN VOLUME CU.FT.

120

120

375

375

326

330

120

248

DOOR HEIGHT FT.

3.9

3.9

4.4

4.4

4.5

4.42

3.8

4.1

DOOR WIDTH FT.

3.5

3.5

2

2

2

2

2

4.1

BAGGAGE VOL. INT. CU.FT.

30

30

16

16

34

40

20

38

BAGGAGE VOL. EXT. CU.FT.

5.9

5.9

44.15

44.15

-

-

-

-

CREW #

1

1

2

2

1

1

1

1

SEATS - EXECUTIVE #

5

5

6

6

7

7

5

5

MTOW LBS

7394

7394

11550

12100

10450

10450

5092

7255

MLW LBS

7024

7024

10945

11500

9920

9921

4850

6690

B.O.W. W/CREW LBS

4889

4589

8000

8500

6565

6782

3663

3975

USEABLE FUEL LBS

1887

1910

2802

2802

2704

2704

1140

2110

PAYLOAD WITH FULL FUEL LBS

654

931

798

848

1226

1009

331

1220

MAX. PAYLOAD LBS

1143

1443

1800

1300

2475

2257

1187

2515

RANGE - SEATS FULL N.M.

1000

1102

980

752

1340

1309

489

524

MAX. RANGE N.M.

1200

1214

1440

1364

1660

1635

1091

845

BALANCED FIELD LENGTH FT.

3100

3100

3100

3500

2450

2450

2000

1720

LANDING DIST. (FACTORED) FT.

3750

3750

4550

4417

2783

2783

1950

1933

R.O.C. - ALL ENGINES FT PER MIN

1570

2005

2950

2600

1680

1920

1556

1338

-

-

756

680

-

-

-

-

MAX. CRUISE SPEED KTAS

292

320

390

363

261

280

267

180

NORMAL CRUISE SPEED KTAS

290

316

354

346

261

268

262

154

L/RANGE CRUISE SPEED KTAS

255

255

310

314

209

209

225

133

1

1

2

2

1

1

1

1

PT6A-64

PT6A-66D

PT6A-66

PT6A-66B

PT6A-67B

PT6A-67P

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

R.O.C. - ONE ENGINE OUT FT PER MIN

ENGINES # ENGINE MODEL

■

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

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Gil WolinApril14_Gil WolinNov06 18/03/2014 09:55 Page 1

VIEWPOINT

First Round Draft Picks

by Gil Wolin t all starts – and sometimes ends – with trust. People who fly trust their lives, and the lives of their family, friends, and coworkers, into the hands of pilots, mechanics and the support personnel who are charged with an aircraft’s safe operation. And because most aircraft passengers and owners can’t fly, turn a wrench, or assess the capabilities of those who do, they must trust in our reputation for safety.

This premise is so basic to our industry that we sometimes take it for granted – which is something we can never afford to do. That is most likely the reason that last month the NBAA Safety Committee created a list of ten Top Safety Focus Areas (www.nbaa.org/ops/safety/top-safety-focusareas/index.php), to help keep our focus where it belongs: Professionalism; Positive Safety Culture; Single-Pilot Safety; Fitness for Duty; Airport Safety; Skills; Distraction Management; Public Policy; Technology Management; and Talent Pipeline.

It’s that last one that caught my eye. I’ve written before about the coming shortage of skilled, experienced pilots. We’re on the cusp of recovery: flight activity is up according to ARGUS, Avinode and JSSI tracking data in both Part 91 and charter flying– even into the Ukraine during the current political upheaval.

And GAMA projects growth in new aircraft deliveries, primarily in large-cabin, long-range aircraft.

New aircraft delivered means an expanded worldwide fleet. So we need to grow the worldwide population of experienced pilots, just as the largest cohort of experienced professional pilots, the Baby Boomers, has begun to reach the mandatory commercial airline retirement age of 65.

That cohort, in large measure, gained its necessary flight experience and qualifications in the military – no longer an option in today’s smaller cadre of armed forces. We’re not replenishing that aging pool of qualified and experienced professional pilots fast enough via civilian channels. The cost to go from zero to ATP rating with the necessary flight hours is comparable to the cost of a four-year undergraduate degree program.

That leaves many freshly-minted commercially-rated pilots with a hefty student loan debt.

I

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Everyone wants to fly with an all-star flight and ground crew, and every owner wants to believe that their crew is one of the best in safety and service.

The recently-enacted higher flight time minimums for commercial carrier first officers are a new hurdle for those carriers to sustain current activity, let alone accommodate growth. The 2010 Congressional mandate that airlines’ first officers have an Airline Transport Pilot certificate rather than the previouslyrequired commercial rating, coupled with a 600% increase in flight hours experience (from 250 to 1,500 hours), has forced many regionals to cut service schedules. Those reduced schedules even forced United to shutter its Cleveland-Hopkins hub earlier this year.

Pilots with that level of experience, and that amount of loan debt, simply aren’t willing to fly for regional airline first officer salaries (below $25,000). So the major airlines, with starting first officer salaries above $60,000, will pull from the regional ranks, further reducing scheduled service to outlying areas.

Those reduced and eliminated commercial schedules open the door for more Business Aviation activity, as the only expeditious access to more remote cities and towns. More flight activity, more Business Aviation pilots needed – all at a time when experienced pilots are even harder to come by. To quote the NBAA Safety Focus: “The forecasted shortage of Business Aviation professionals will create challenges in attracting, developmental mentoring, and retaining new professionals who can safely manage, maintain, service and fly Business Aviation into the future.

“Commercial operators with more resources are expected to scoop up many qualified candidates, leaving Business Aviation to fend for itself.

Today's aviation professionals must begin to recruit and mentor the professionals of tomorrow.” www.AvBuyer.com

This all places tremendous pressure on the cost structure of both Business and Commercial Aviation to sustain current activity – and to grow. In order to keep the trust in our ability to fly safely, very soon both segments will be competing for experienced and qualified pilots. That means rising ticket prices – and business jet operating costs.

Professional sports in the US control replenishment of their ranks with qualified personnel via a draft of both freshly-minted college athletes and minor-league players. As tempting as it might be to draft directly from the better aviation colleges, flight and vocational schools, I can’t think of anyone who might want to fly with a “sixth-round draft choice”.

It comes back to that issue of trust and safety. Everyone wants to fly with an all-star flight and ground crew, and every owner wants to believe that their crew is one of the best in safety and service. Cost might be a different matter, as the laws of supply and demand, and the rules of the free market will drive up the cost of the more qualified, more experienced pilot.

We value competition to make the various aspects of our lives better, whether competing with others, with an industry standard, or simply with ourselves. Competing in the free market comes at a price. In aviation safety, that price now may well be the cost of a “firstround draft pick”. ❯ Gil Wolin draws on more than forty years of aviation marketing and management experience as a consultant to the corporate aviation industry. His aviation career incorporates aircraft management, charter and FBO management experience (with TAG Aviation among others), and he is a frequent speaker at aviation, travel and service seminars. ❯ Gil is a past director of the RMBTA and NATA, and currently serves on the Advisory Board for Corporate Angel Network and GE Capital Solutions-Corporate Aviation.

He can be contacted at gil@wolinaviation.com or www.wolinaviation.com Aircraft Index see Page 4

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Plane Sense 1 April14_FinanceNov 19/03/2014 10:46 Page 1

Plane Sense on Cabin Avionics

Cabin Avionics for Aircraft Buyers: Ensuring you’ll get what you need from a prospective aircraft.

80 Aviation Routers: They’re Smarter than you Think...

86 The Office In The Sky: CFO Friendly Installations that Increase Productivity.

90 Cabin Power and Today’s Electronics: Some Upgrading Considerations.

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Cabin Avionics for Aircraft Buyers Ensuring you’ll get what you need from a prospective aircraft.

by Ken Elliott

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www.AvBuyer.com

A ‘PULL UP’ DISPLAY, STOWED WHEN NOT IN USE

O

wner’s interacting with their aircraft focus primarily on the cabin, just as pilots are focused on the cockpit and aircraft performance.

For the owner, the cabin becomes a center of experience: their office-in-thesky, or their in-sky-theater of entertainment.

What is common to any owner experience, however, is the expectation of comfort and connectivity while the cabin avionics are intimately intertwined with most aspects of cabin functionality.

With a significant number of aftermarket aircraft available, a buyer is faced with a wealth of variability in cabin equipage, layout and capability. Cabin systems are changing so rapidly in line with other broad appeal electronics from which they are derived. Working through this difficulty, keep in mind the mid-term goals of your flight operation; the minimum equipage Aircraft Index see Page 4

Plane Sense 1 April14_FinanceNov 18/03/2014 12:25 Page 2

required for the operation; and your ability to add-on later. Newer cabin electronics are modular, allowing for growth.

If considering replacing or upgrading the cabin avionics because in all other respects a prospective aircraft is right for the mission, then consider value against the increase cost and resale of the aircraft. The ROI must make sense to you, the buyer, because you may also find a different aircraft with the equipment needed.

OUT OF SIGHT ELECTRONICS

Advertising Enquiries see Page 8

This is intimately connected, with remote equipment installed in cleverly created and covered locations. The speakers need to be heard, with their location making a world of www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

• • • •

Audio/Visual Control Connectivity Information.

AUDIO/VISUAL

81

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Upon entering the aircraft cabin, a purchaser has the additional burden of out of sight electronics and hidden functionality. Seats, couches, tables, side walls, ledges and the headliner are all in plain view, yet apart from selector panels and monitors, allthings avionics are tucked away with their capabilities being even less clear.

difference. Speakers need to be driven by reliable amplifiers covering the audio frequency range while capturing base to treble with ease. If the cabin has HD video or movies, then sound is very important. If you, the prospective owner, like music to travel and/or work to, take a close look and listen to the audio visual.

Though many aircraft are equipped with DVD players some have video storage. The newer Rockwell Collins Skybox, with its Apple music and movie-sharing capability, offers Apple iTunes library selections to smart devices and displays.

Establish where within the aircraft the owner will be sitting. Pay careful attention to the audio and display visibility from that location at the very least. Note that many club seat locations have bulkhead monitor viewing as well as adjacent seat viewing. Adjacent seat monitors are usually side-ledge mounted.

Similarly, if you are buying an aircraft where the operator uses 220 VAC plug-in equipment, the aircraft outlets and power source will need to be changed if you will use 115 VAC. In short, it is very important to enter the cabin with a good understanding of your expectations. One approach to help manage these, especially on larger jet cabins, is to group the avionics into sub systems as follows:

Plane Sense 1 April14_FinanceNov 18/03/2014 12:26 Page 3

PHONES, SWITCHES AND OUTLETS MAY BE VISIBLE ON SMALLER AIRCRAFT

Always check the ease of access to these. Some fold out from the sidewall and some are discretely stowed out of view until they are needed. Headphones, if supplied, can always be replaced - but plug-in jacks can be a nightmare if worn out, intermittent or loose-fitting – so check.

Cabin safety announcements should mute the entertainment systems, and can originate either in the cabin or from the cockpit.

Monitors should display what the user selects, and this may range from a single video source to multiple video, TV and information sources.

Some larger aircraft have master cabin controls for cabin avionics from which cabin staff will enable common source audio and video. There can be merit in this, but make sure you know what will work best for your operation.

Displays come in many sizes, so be aware that just because the display may be ultra-thin and HD does not mean the source video equipment is equally modern. On legacy aircraft you should be especially aware of the attention paid to what you see when you ‘walk in’, versus what makes-up the complete system – right down to the antenna that collects the satellite images, and is just as critical to the viewing experience as a monitor in the cabin.

Every bit as important is to check the monitor display performance when all aircraft systems are running. A great way to check cabin avionics is to run everything on a test or demonstration flight. Failing that, a ramp check with engines running will help to demonstrate noise impacts, usually seen as lines, ripples, or ‘jitter’ on pixels as they generate an image.

This electrical noise will change with any variation at the source. Noise can originate

anywhere, from engines to cabin lighting.

Noise as a background hum or static can also interfere with the audio, so check the speakers and headsets too.

• •

CONTROL Typically ‘control’ refers to selectors mounted next to each seat location and if installed, a single master control position.

Touch screens are all the rage, including control from tablets or smart devices. If remotes are used in the jet you are considering for purchase, bear in mind that replacing them is not always straightforward as they may be heavily ‘customized’.

A spare may be handy to keep onboard.

Cabin controls provide user interface to many functions including: • •

• • •

Headphones; Speakers;

Audio/Video Sources; Flight information; Cabin environment (air/ temperature); Cabin lighting; Window shades and lighting.

Other controls exist for vestibules, galleys, vanities, lavatories and even closets.

Of course they all should work - and as often as not, the perceptive buyer will discover partially operating devices. While cosmetic and not electronic, a buyer should consider the re-plating of switch panels on legacy purchases as they do wear, and this is a good investment for evential re-sale.

Some switch panels use touch-sensitive switches as opposed to touch screen.

Buyers should always ensure they can be replaced. There are many vendors of switch panels who may not always remain in business.

The newer control method uses a tablet and an App provided by the equipment supplier. The tablet will communicate via Bluetooth to a remote box that controls the cabin features. The tablet in essence takes the place of the switch panel.

CONNECTIVITY

NOT MUCH SIGN OF ANY ELECTRONICS – BUT IT IS THERE!

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www.AvBuyer.com

Aircraft Index see Page 4

▲

As communication, data and network are co-dependent, and while communication and data cover connectivity to and from the aircraft, network focuses on what you do data-wise, inside the aircraft. As with the complete aircraft acquisition, the very first consideration around connectivity is to know what you want to use it for, and where you intend to operate.

It is highly recommended when the aircraft selection criteria includes some degree of connectivity that you next consult with your internal IT group. Have them advise on what the executives of the company need for connectivity on board. They will help

Duncan Aviation has several experts to minimize and anticipate uncertainties in first of type upgrades like the Universal Avionics EFI-890R solution for the Falcon 900B.

As an Avionics Install Tech Rep, he specializes in avionics modifications as well as troubleshooting and helped support this project from the engineering drawings aspect through the certification process and operational checks to ensure a successful delivery.

For the rest of the story visit www.DuncanAviation.aero/experience/chris.php.

+1 402.475.2611 | 800.228.4277 Experience. Unlike any other.

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3/7/2014 11:52:55 AM

Plane Sense 1 April14_FinanceNov 18/03/2014 12:27 Page 4

IN SUMMARY

A BULKHEAD MOUNTED MONITOR SHOWING MOVING MAPS

you map out requirements based on devices used, routing, internet and broadband desired.

Furthermore if you do not already use the services of an Aircraft Service Provider for airborne services then this is the time to begin working with one of them, networking together with your internal IT group, pilots and flight department - including your own aircraft maintenance team. The connectivity extends to the cockpit, while downloading of data is needed for maintenance diagnostics, so be inclusive right from the start of a buying process.

Four of the airborne service providers typically used by corporate aircraft include ARINC Direct; Satcom Direct; Satcom 1; and SITA. Three satellite services often used by the service providers and aircraft systems are Inmarsat; Iridium; and ViaSat (the latter provides a General Aviation internet service called Yonder, and Table A depicts its internet service as just one example available to the operator of a business jet (see right)).

Become familiar with communications and data coverage maps to ensure the aircraft equipment, service provider and regions of service all line up for full coverage at reasonable cost. Drill down with the provider and your internal IT group to ensure the types of services desired at a user level will be available. These may include 802.11, GSM, POP3, VoIP, email, internet, VPN and other discrete services. Meanwhile your IT group will ask about security of the service options - this will be key.

Finally with CPDLC-FANS, ATN-B2 and ADS-C all being introduced for international operations, check with the pre-purchase MRO or new aircraft OEM that your connectivity is sufficient for these NextGen Data Com needs. At the very least, onboard connectivity equipment should be capable of an upgrade rather than replacement.

The aircraft network covers how the outside data capability is ‘piped’ throughout the cabin. Is there sufficient data pipeline

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for all devices, and how will they connect to provide for your needs? Most devices use data even when not in actual use, and passengers may be carrying data hungry smartphones, tablets and laptops. The way you plan to control or network these devices in the cabin is very meaningful to data needs and importantly, data cost.

All buyers should test the handsets installed in the cabin and mounted in several locations including side ledges, galley and vestibule. Handsets should include cabin to cockpit two-way calling with visual and aural alert.

INFORMATION This area refers to aircraft performance, maps, charts and news (selectable on cabin monitors). When acquiring an aircraft, be ready to ask as they are not always found in the aircraft equipment list or when navigating via remote selection on-board.

Information almost always involves a subscription, and comes in many different menu choices.

When purchasing your next aircraft, you would be wise to create a cabin avionics checklist. Start by knowing what you need the aircraft for and where you intend to operate. You should consult early with your own company IT group, an aircraft service provider and either the aircraft OEM or MRO. Connect all of these parties together and remember to include your flight crew, maintenance and operations manager.

Reach out to senior executives for their input, too.

You should think mid-term, looking for add-on capability as needed. Consider the value and ROI of any upgrade, and above all know the mission. Ultimately, a cabin that works for the passengers from taxi to touchdown will reduce distraction for the flight crew, allowing their focus to be on safety of flight, while the cabin occupants can enjoy a fully comfortable, productive flight.

Ken Elliott is an avionics veteran of 40 years and more recently focused on NextGen. His work within the NextGen Advisory Council sub-committee brings him close to current and intended development effort. Equally, his specialization in low-vision operations provides a deeper insight into one of the pillars of NextGen. Ken has served the aviation industry on three continents from light GA to large corporate aircraft. His current employer, Jetcraft, is a leading aircraft brokerage company with worldwide presence.

More from www.jetcraft.com, email: kenelliott@jetcraft.com ■

TABLE A

www.AvBuyer.com

Aircraft Index see Page 4

you upgraded your dumb phone to a smart phone

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dumb cabin to a Smart Cabin

Smart Cabin CMS is the convergence of innovative aircraft cabin management, in-flight entertainment, and wireless connectivity at the best price.

Create a cabin experience that mirrors the essence of your office or living room. Use your mobile technology to connect and control components throughout your cabin.

Smart Cabin empowers you with everything necessary to connect, stay informed, be entertained, and manage the aircraft cabin environment.

For more information, visit www.SmartCabinCMS.com

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PS 2 April14_FinanceNov 18/03/2014 11:55 Page 1

Plane Sense on Cabin Avionics

Aviation Routers They’re Smarter than you Think...

by Brian Wilson

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

spend millions of dollars to have the latest technologies that could give them a competitive edge in this industry known for razorthin margins.

This same principle applies to Business Aviation, especially in the brokerage and charter segments of our industry.

I have first-hand accounts of fellow passengers seeking airlines that offer leading technologies over competitor airlines who don’t; fractional companies, aircraft brokerages and charter companies are entangled in the same competitive web. And, thus, Maintenance, Repair and Outfitting (MRO) facilities - especially the Interior and Avionics divisions - perpetually seek opportunities to present new technologies and products to their clients.

THE ‘HUMBLE’ ROUTER Today’s routers might have some technologies and features that are familiar to you: • • •

Connectivity Acceleration/Compression Wi-Fi 802.11 b, g, n

But the ‘humble’ router does so much more, and all of them are scalable to fit your needs both for today as well as tomorrow.

Although not all the routers we are going to cover have all the following features, they do have unique capabilities that qualified them Aircraft Index see Page 4

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N

o doubt many of you reading this article have installed a simple router in your home or office, and might be wondering how someone can commit an article focused solely on the router? Just hold that thought for a moment. I assure you that by the time you finish this article you will be amazed at the myriad of features offered by today’s leading aviation routers.

Routers have been onboard business aircraft for years, but only recently have they evolved into an intelligent device capable of controlling almost every system in the cabin.

Many operators over the last few years have outfitted their aircraft with connectivity, and no doubt this included installing a simple router to allow passengers to connect their Personal Electronic Devices (PEDs) to the internet. During the same time frame there has been a noticeable drop-off in the number of In-Flight Entertainment (IFE) upgrades in the cabin.

Research indicates that most passengers are content with simple internet browsing, email access and the ability to watch a prerecorded TV episode or movie stored on their PED. One thing we know about the consumer in this case our passengers - is that they continually want access to the latest technologies; what is hot one day is often old news the next. The airlines know this very well and

PremiAir March_Layout 1 17/02/2014 15:12 Page 1

2002 Global Express Off Market

2011 Dassault Falcon 2000LX Off Market

2008 Airbus ACJ A318 Elite Total time 2020 Hours 19 Seat VVIP aircraft Price ‘Make Offer’

2012 Embraer Legacy 650 Off Market

1985 King Air F90-1 Total time 3225 Hours Price ‘Make Offer’

PS 2 April14_FinanceNov 18/03/2014 17:07 Page 2

moving map, passengers can stream content directly to their PED or view a movie or TV show on an existing monitor. Content can be stored on the file server so passengers can share movies, business documents and even a PowerPoint presentation. Media can be transferred through the ultra-fast 802.11 a/b/n 2.4GHz Wi-Fi or the full speed USB 2.0.

Sample Airplane Types: Bombardier Challengers & Globals; Gulfstreams (GIVs/GVs); Hawker 400; Pilatus PC-12.

EMTEQ eCONNECT

for this article. When you visualize the word router, you may never have considered they are capable of the following: • • • •

• • • • •

Media Server ‘Center’ (Movies, TV shows); Streaming content; Moving Maps; Intelligent traffic control – allows simultaneous use of different satellite connections; 3G/4G GSM Connectivity (SIM card slots); IFE control; Control Cabin MGT (lights, window shades, cabin temperature, galley); AVOD; Video Surveillance.

The Chinese celebrate 2014 as ‘The Year of the Horse’; I for one consider this ‘The Year of the Router’. I firmly believe the following vendors with their new deliveries of Aviation Routers provide a cost effective solution to rejuvenate the cabin of your business aircraft.

SATCOM DIRECT ROUTER (SDR) The SDR is the first certified hardware product delivered by the company known as the leader in voice and data services. Having one of the best customer supports in the industry has its benefits, and Satcom Direct turned this into an opportunity.

After hearing complaints about connections being dropped and operators having to log onto different IP protocols, it designed its router to use multiple satellite connections simultaneously. Whether you have SwiftBroadBand (SBB), Iridium, Ku-Band or the upcoming Ka-Band, Satcom’s intelligent router has you covered.

Custom Applications like its trademark Aero “V” allow passengers to make calls to and from the aircraft using their own smartphone. The passenger only needs to download the App and activate the Wi-Fi on their phone, and they are ‘good to go’. Aero “X” is another popular feature that increases the bandwidth by up to 400% allowing SB-200 systems with data speeds limited to 200Kbps to reach peak speeds of 1 Mbps.

The router also has full Private Branch

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

Exchange (PBX) functionality allowing callforwarding; three-way conference calling; multiple handsets; and annunciating for incoming calls. An internal 3G/4G Cellular Module and remote antenna provide worldwide voice and data coverage while on the ground. This allows a more cost effective way to download heavy files like cockpit charts or social media; both of which are usually blocked in-flight by your service provider.

Remote maintenance access and software updates can also be accomplished faster and cheaper.

Sample Airplane Types: Learjet 60 and GIV/IV-SP recent STC, Falcon 900, Gulfstream G450/ G550, Challenger series.

EMTEQ eCONNECT The eConnect line of products from Emteq enhances the standard connectivity features by incorporating IFE functionality into the router. Titled EasyHD, this solution can function as a standalone High Definition (HD) entertainment system or integrate directly to the system currently on board your aircraft.

Versatile by design, the unit will work with your existing switch panels and wiring reducing both down-time and costs. Additionally, the unit has Cabin Management System (CMS) functionality that allows your PED to control lighting, temperature, window shades and the galley. The eConnect was developed with a universal HTML5 interface that works nicely with many operating systems, including Apple; Android; Windows; Blackberry (and more).

Housing one Terra Byte of storage for Audio Video on Demand (AVOD) and a 2D

www.AvBuyer.com

VISION SYSTEMS VISIBOX Vision Systems, based in Brignais, France has introduced a compact 2MCU unit titled VisiBox. Small in size yet powerful and dynamic, this unit is capable of providing standard router functionality coupled with CMS, IFE and video components. Utilizing catchy subtitles like VisiMedia, VisiStream and VisiEye, this packaged solution can fit into business aircraft.

VisiMedia and VisiStream combine to allow passengers access to video and audio content; moving maps; safety briefings; and external camera views from up to three different zones, and in different languages. User-friendly, custom-designed Graphical User Interface (GUI) icons loaded on your PED gives passengers a clear and easy way to select what content they want to view. Connectivity is part of VisiMedia covering internet; Wi-Fi; email; and voice solutions.

VisiEye is a real-time fully digital video surveillance system similar to what you see in a home or an office. Integration of internal and external cameras allows simultaneous viewing of four cameras on the same screen. One application even showed an external camera view superimposed on the moving map display.

Sample Airplane Types: Falcons; BBJs; airliners.

ICG eROUTER ICG has introduced a new trio of routers. For this article, we focus on the ERT-120 model.

The name indicates both a sense of pride and confidence that ICG got it right: ERT stands for Enhanced Routing Technology. Forgoing any ties to IFE and CMS (at least for now), the

Aircraft Index see Page 4

PS 2 April14_FinanceNov 18/03/2014 11:57 Page 3

engineering team at ICG feels its concentrated effort on defining the standard router descriptions has paid off. Although the following features are not unique to ICG or the ERT-120, the scalability and flexibility of the design can make this unit fit any aircraft configuration.

User Management provides validation, security and prioritization control for passengers and allows the router to be configured so that a certain user or user-group would get priority bandwidth when connecting to the system.

I believe the simplest way to understand this would be to look at a typical VIP widebody aircraft: Usually these aircraft have separate cabins for the VIP personnel and the other passengers. Priority routing would identify who just logged on and provide them with the best connection, bandwidth and security protocols. The sophistication of the router allows it to match the connecting device with the logon ID and prevent someone who compromised the ID from entering the system.

For business aircraft flying the company CEO and CFO who have access to the company domain through a Virtual Private Network (VPN), security is imperative. We can all relate to the exposure and danger associated with Wi-Fi and networks. Just think about how many times you activate the Wi-Fi on your device and multiple networks are found with no encryption or logon required. The same thing can happen to your aircraft while it sits at the FBO waiting for the cabin occupants to arrive!

Couple these features with a router that ensures an acceptable Quality of Service (QoS) level and seamless transition from networkto-network is transparent to the end-user, you have a very smart device.

Sample Airplane Types: Falcons; Gulfstreams; Challengers.

AIRCELL UCS-5000 The Universal Cabin Server (UCS) introduced

by Aircell combines both a smart router and a dynamic media server. This combination brings connectivity, IFE and information services to the cabin in a unique way.

The smart router delivers everything from Wi-Fi to an internal 4G modem; including PBX functionality and control of voice and data over multiple networks. A single log-on allows the user to access everything in the cabin including all the networks, internet, voice and even ancillary devices like a printer.

The 4G modem can also be used on the ground to upload weather and the latest news to the hard-drive that can be viewed later inflight. This means that if the aircraft were to land to refuel or the trip had multiple stops, the information would be refreshed when on the ground.

Advertising Enquiries see Page 8

The media server does allow users to share and store files, but the real operational marvel is Gogo Vision. This entertainment service delivers on-demand movies, TV shows and flight information to the passengers. Content is stored on the media server and streamed to your personal device anywhere in the cabin.

The content truly is the latest releases and material to date.

Coupled with Gogo Cloud, the UCS-5000 eliminates the time consuming task (and frustration) of trying to copy and load content yourself. By utilizing a revolutionary Wi-Fi bridge connection at a participating FBO the new content is loaded automatically into the server. Flight departments can also purchase the equipment and become Cloud-approved to update their own aircraft.

A third option is to have a loaded USB drive sent to your location; meaning you simply plug the drive into the USB port and it loads automatically. Keep in mind that you will have to have some type of datalink onboard like an Aircell Air to Ground (ATG) or SBB system to authenticate the content.

Sample Airplane Types: King Air 300; Embrears; Falcons; Citations; BBJs; Gulfstreams.

STCs AND ANCILLARY COSTS Installation of the routers covered in this article or any other router that incorporates Wi-Fi will require an approved Supplement Type Certificate (STC) by the local regulatory authority. For operators that choose to add the option for streaming content, be aware that your router must provide 802.11(n), which delivers the required bandwidth and data rates. Most legacy routers onboard today’s business jet fleet only have 802.11 (b) or (g), which do not support streaming. The good news is that all these companies offer incentives to their dealers for first-of-type certification and many STCs are currently in process.

Pricing for the standard router capabilities is quite comparable, but like any commodity once you start to add the extra features they come with a cost. Activation of Gogo Vision will require a one-time software key purchase along with a monthly fee for the loading of content, and a surcharge for each movie and TV show. Ordering a customized VisiBox or eConnect router that provides IFE and CMS www.AvBuyer.com

capabilities will quickly add costs that could approach the price of the original router.

3G/4G connectivity on the ground will carry a monthly fee for limited voice and data services, too. Moving maps are considered an upgrade with most of the companies reporting availability later in 2014. Although one vendor stated the map is included in their standard pricing, you can be assured that the more sophisticated maps will come with additional cost.

THE FUTURE? Routers will continue to evolve and add features and benefits for the crew, maintenance departments and passengers. Some of the possibilities we could see very soon includes: • • • • •

Flight Data Monitoring; Engine Parameters; System Diagnostics; Medical Vitals (Air Ambulance); Database Updates.

We often see words like ‘flexible’, ‘scalable’ and ‘upgradeable’ used to describe new products. Today’s aviation routers fit those descriptions like a glove. Take the time to find the right unit that matches both your pricepoint and business objective, but make sure you plan your “route” for the future.

❯ Brian Wilson oversees all activities related to Banyan Air Services’ avionics department - including sales promotions, aircraft avionics installations, bench and line troubleshooting, engineering and used avionics component sales.

His avionics career started 30 years ago, when he joined the U.S. Navy as an Avionics Technician.

Wilson has also worked at Midcoast Aviation, Raytheon, Bombardier/Learjet and Jet Aviation in West Palm Beach where he headed the Avionics, Engineering and Interior departments. He serves on the Rockwell Collins Dealer Board, and sits on the AEA Board.

Brian can be reached at 954-232-3606 or email bwilson@banyanair.com ■ WORLD AIRCRAFT SALES MAGAZINE – April 2014

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Plane Sense on Cabin Avionics

The Office In The Sky CFO Friendly Installations that Increase Productivity.

by Mark Wilken

WORLD AIRCRAFT SALES MAGAZINE – April 2014

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www.AvBuyer.com

‘quality of life’ aspect for the passengers. If you are a business owner, you have a business to run, and you want your most important assets - your employees - to be at the top of their game. Offering them a true ‘office in the sky’ aboard your airplane allows those employees to take advantage of otherwise lost time and turn it into a highly efficient office environment.

By maximizing your employee’s time in the air, you can allow them to have a better quality of life on the ground. Employee morale can be so much higher if your most trusted group of individuals can be fully engaged in their child’s soccer game after work, or fully devote proper time and attention to their spouse when they are at home because their travel time was used effectively to manage their workload.

Offering a higher quality of life with aircraft connectivity can not only keep your current managers performing to their highest level, but also act as a powerful recruiting tool. Imagine having a key middle-management position available for a highly qualifiedAircraft Index see Page 4

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usiness aircraft are essential tools for making businesses run efficiently and helping to grow and maintain relationships with customers and vendors all around the world.

As a business tool, most business owners and travelers would prefer ideal conditions for their aircraft to not only be the most efficient way to travel, but a true office in the sky.

Imagine how many hours a company’s middle- and upper-management spend travelling being less productive than they could be. To calculate this, take each person in the airplane, multiply by the average hourly salary rate, times the number of hours flown in the month. You will find that in most cases, you are spending thousands of dollars of lost productivity each month by not being connected with the technology that is available today, at prices that are more competitive than ever. Wi-Fi and other options for ‘connectivity-in-the-sky’ are therefore CFO-friendly installations.

In addition to cost associated with lost productivity, you might also want to consider the

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candidate that has a few good job opportunities they are considering. Each option pays a similar wage and they are situated in similar areas, but one option offers not only an airplane for efficient travel, but an airplane that acts as an office so the prospective employee can have more free-time when they are on the ground. This could very much act as an incentive to land the next generation of forward-thinking individual for your business.

Many airlines, charter operators and larger-cabin aircraft owners have realized the endless benefits of keeping their passengers connected in the air, paving the way for being connected in-flight to become something of an unwritten requirement. Many companies, such as Aircell, have realized that connectivity is an ever-growing need for aircraft, not only in the airline and charter businesses, but for all business aircraft around the world.

Connectivity systems are pretty straightforward to install as they do not add much weight to the aircraft and can be installed nearly anywhere in the airplane. Oftentimes you do not have to sacrifice items such as cabin entertainment to install the systems.

Traditionally, the high cost of equipment, installation and monthly service have limited connectivity technologies to larger aircraft however, there have been many recent changes that will allow operators of mid-cabin

INSTALLATION OF THE BUSINESS - FOCUSSED ATG 2000 INTO A HAWKER MODEL

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www.AvBuyer.com

Aircraft Index see Page 4

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+

+

TRANSFERABILITY

+

SINGLE POINT OF CONTACT

+

MRO FLEXIBILITY

+

THE JSSI TRUST

+

OVER 325 MAKES & MODELS

BUY-IN OPTIONS

PLUS ALL THE ADDED VALUE THEY DON’T

+

TRANSFERABILITY No other hourly cost management program gives you the flexibility of transferring your maintenance reserves to almost anything that flies, regardless of make or model.

and smaller cabin jets and turboprops many of the same advantages that larger operators enjoy for significantly less cost.

Having a connectivity solution in your aircraft not only gives you many benefits for you and your employees but also a nice selling point when you are ready to move on to another aircraft.

TYPES OF SYSTEMS In general, in-flight connectivity can be split into three categories: • Iridium service; • Gogo Biz Broadband; and • Inmarsat Service.

Iridium service is a voice-only solution that uses the Iridium satellite network (utilizing low Earth-orbit satellites). Iridium service offers full global voice coverage – even over the poles. Iridium service can be used from the time the aircraft is powered-up until it is powered down. It does not offer any broadband data packages, but systems such as the Aircell Axxess allow options to add broadband service by adding the Aircell ATG 4000.

For operators in North America, the most common broadband Wi-Fi system is the Gogo Biz Air-To-Ground (ATG) system. This system uses Aircell’s Gogo Biz cellular-based network that has more than 160 towers in North America which have been equipped to have

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ATG 5000 INSTALLATION

Advertising Enquiries see Page 8

www.AvBuyer.com

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AN ATG 2000 SYSTEM AS INSTALLED IN A KING AIR 200

“Business aircraft are now seeing advances in technology that will allow them to have the same types of functionality that large airlines and charter operators have for a fraction of the cost...” their signals sent toward the sky rather than the ground. ATG systems come in the standalone ATG 5000 and the ATG 4000 (which requires an Aircell Axxess system).

Both the ATG 5000 and ATG 4000 allow you the widest range of broadband connectivity, with voice connectivity for up to two simultaneous calls. Both systems give you the option to use broadband on your laptop, smartphone or tablet and are compatible with personal smartphones with the Gogo Text & Talk service. The systems are restricted to use above 10,000 feet above ground or higher and will not function outside of North America.

Until recently, owners of smaller aircraft had difficulty justifying the cost of broadband systems. However, last September, Aircell announced the ATG 2000; a business-focused version of its larger ATG 4000 and 5000 systems. With a retail price of approximately $57k, the ATG 2000 is designed to be installed

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with minimal downtime in conjunction with a maintenance event.

Elliott Aviation has already pursued STCs for the installation of the ATG 2000 system in multiple small and mid-size aircraft, including Hawker 800/850/900, Phenom 300, King Air 350 and King Air B200/B200GT models allowing thousands of aircraft a more palatable option for keeping them and their passengers effective and efficient in flight.

The Aircell ATG 2000 is ultimately positioned as a more affordable cabin broadband wireless system aimed at mid- and smallsized jets and turboprops that will allow passengers to connect to the internet via laptops, smartphones and tablets. In addition to internet, voice service is available on your personal cell phone using your own mobile number or on Gogo OnePhone cabin handsets via the Gogo Text & Talk service.

A Gogo OnePhone can be used with Iridium systems and any Gogo Biz system and offers customers an android-based phone dedicated to the airplane. This device offers superior voice quality, advanced noise-reduction technology and a large display.

INTERNATIONAL OPERATORS For international operators, one of the best solutions available is an Inmarsat solution.

Inmarsat is a network of satellites that provide phone and data services almost anywhere in the world. In addition to the Inmarsat system itself, you can have a low-gain, intermediategain and high-gain antenna.

While the high-gain antenna offers you the highest possible Inmarsat speeds (432 kbps), the actual size of the antenna is generally www.AvBuyer.com

limited by the size of aircraft where they are installed. Intermediate- and low-gain options are priced competitively, and although they do not offer speeds as high as the high-gain antennas, the size of the antenna is not prohibited by the size of the aircraft.

Connectivity in-flight will be an evergrowing need for aircraft around the globe into the future. Business aircraft are now seeing advances in technology that will allow them to have the same types of functionality that large airlines and charter operators have for a fraction of the cost of equipment and installation.

With more and more aircraft types having better, less expensive Wi-Fi options, aircraft operators have the increasing ability to take advantage and start increasing productivity for their businesses and key personnel today.

❯ Mark Wilken is the Director of Avionics Sales for Elliott Aviation, which employs over 40 avionics technicians at their headquarters in Moline, IL. Mark began his career at Elliott Aviation in 1989 as a bench technician repairing radios, and quickly became the manager of the department.

Mark helped launch Elliott Aviation’s Garmin G1000 retrofit program in which the company has installed more King Air G1000’s than all other dealers in the world combined.

Recently, he has headed STC programs for the newly launched Aircell ATG 2000 system. ❯ More information from www.elliottaviation.com ■ Aircraft Index see Page 4

Plane Sense on Cabin Avionics

Plane Sense 4 April14_FinanceNov 21/03/2014 10:12 Page 1

Cabin Power and Today’s Electronics Some Upgrading Considerations...

by Steve Watkins

M

ost of us are oblivious as to how the power supply gets to the nearest outlet when we need to charge up our favorite electronic toys. We just find the most convenient spot and plug in the device without thinking too much about it. Power supplies are a little more complex in today’s business jet aircraft cabins, so there are several things to consider when making sure you have the appropriate power for all your gadgets in the back of the aircraft.

Whoever performs a cabin modification to your aircraft should follow all of the rules and make sure that appropriate placards are in place to inform passengers not to use and charge a $2,000 laptop into an outlet that was designed to power the vacuum cleaner that the crew uses. Plugging an iPad, laptop, game console, phone, or any of the other electronic items that most people travel with today, into a socket with too much amperage or voltage can cause damage to the unit, its wiring, and the aircraft’s power supply.

The FAA has regulations, memorandums, letters and advisories to cover all of the concerns for proper wiring and the use of different power sources for an aircraft, but as a passenger, you just want to be able to plug-in and go, without worrying about smoke coming out of your laptop.

UPGRADING CONSIDERATIONS So when power sources are being added during a major refurbishment or with a minor upgrade, your technician needs to make sure that all of your little requirements have been met by the installer. While looking for an aircraft to purchase, a buyer should review the aircraft’s power source and take into consideration any new entertainment systems or equipment that they might want to install in the future when they upgrade the cabin.

If the aircraft is not already equipped to support the new power requirements, several items should be considered. Existing voltage and amperage of the units already installed should be reviewed. A laptop would not require the same amps as a fax machine or other older technical item, and an iPad would Advertising Enquiries see Page 8

be different from an old laptop. Newer hi-tech items are somewhat adaptable, but you should consider the power needed for each unit that is plugged in, as well as the overall total electrical usage of the aircraft.

My house was built in the 1960s and needless to say, two electrical outlets in the bathroom are not enough for my wife’s numerous dryers, lighted mirror, styling brushes, and clock radio. At home, I can plug in a power strip and solve my problem for the most part, but an aircraft has rectifiers, converters, AC and DC generators and all of the computers that protect the different systems.

Outlets at the seat location are preferred by most owners as it makes it convenient for passengers to access their electronics. Running extension cords down the aisle is obviously not an option. Having outlets at each seat is nice, but the question is, does your aircraft have the electrical capabilities to support this, and does your budget allow for all the engineering and installation costs to make that happen? You will also need to factor in the future costs of having these units repaired, and eventually replaced.

When upgrading your cabin, I recommend that you contract with a vendor that has superior knowledge about current electrical systems. I would not recommend that your aircraft be used as a test subject for new and unproven power supplies and equipment. If a new style or concept power system and components do not function properly, it could be costly to correct the problem and adversely affect systems that are essential to the safe operation of the aircraft.

A few of the electrical items that are required by the FAA can easily be checked.

Make sure that the power system for entertainment or passenger convenience items can be turned off. There should be at least a master switch that shuts down all non-essential cabin equipment. This will allow one of the crew members to eliminate any electrical problems with the cabin power with a quick flip of a switch. This switch should also be labeled and easily identified by passengers, just in case there are no flight attendants traveling on board and the crew is busy flying the www.AvBuyer.com

aircraft. (I know I want to be able to turn off the power to my PlayStation IV if it starts smoking and the power wire insulation is melting away with the bare wire glowing bright red.)

It is also a good idea to have the electrical system designed with zonal switches so you can separate problem areas from other zones in the cabin. This will allow passengers to use the coffee pot even when there is a bad receptacle in the seat that no one is using. These zones can be predicated on the type of equipment that is being operated or by the actual location in the aircraft.

The safest bet is to always consider systems that have been installed in the same make and model as your aircraft. I do not know if Angie’s List has references for aircraft cabin power system suppliers, but the vendor you are talking to should provide you with names and numbers of current operators with the same type of installation. You should contact a few of these customers for feedback and comments about their experience.

In closing, I would always follow the recommendations of the installing facility on where the electrical systems are being installed and how they are controlled. After all, you hired them as experts to do the work instead of installing your own electrical extension cords and power strips in the cabin!

Steve Watkins is Technical Services Manager, Western Region for Jet Support Services, Inc. (JSSI). Steve has been an A&P mechanic, IA and Private Pilot for over 35 years and was a Designated Mechanics Examiner in Wichita, KS and Long Beach, CA. He has also spent time as Director of Maintenance and Chief Inspector for various FAR 135 and FAR 145 operations, owned his own maintenance shop as well as instructed at an A&P technical school and is an active member of the AMT Society.

Contact Steve at: SWatkins@jetsupport.com ■ WORLD AIRCRAFT SALES MAGAZINE – April 2014

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THE AVIATION LEADERSHIP ROUNDTABLE

Research in a Shifting Market ur industry is based around multi-million dollar high-tech pieces of equipment that are used as business tools to move people around the world as safely and swiftly as possible. Considering the sophistication and technology at work with respect to the equipment, the method of tracking values and resale numbers seems rather unsophisticated. It boils down to building relationships among the market researchers and brokers around the world and then leveraging those important friendships to communicate the values and prices of the aircraft recently sold.

Most contracts between buyers and sellers have strict confidentiality clauses restricting exact sales prices from being divulged, however a range close to the traded prices can be interpolated.

Aircraft values are not tracked by a recordation body like real estate transactions are, and often sellers report getting more for their aircraft while buyers report paying less. There are valuation resources in our industry that base aircraft values on sales from the previous quarters. Yet in many markets where there may be few transactions from the previous quarter, these resources must decide whether an adjustment in value should be made simply by claiming that a model must be worth less if nobody is buying.

So how is one to make sense of true aircraft values with such poor reporting methods available? Research, is the simple, and only answer. I track markets using detailed comprehensive spreadsheets and monitor values from the moment an aircraft is listed until it sells. Our internal work makes sifting through this data much more comprehensible. Anyone today can go online and find an airplane for sale - but without the help of an industry professional immersed in these markets every day, few, if any, can know the nuances of a listing.

Is the seller really priced at the current market level? Does the aircraft have any damage history? How much time is left on the engines before a major event, and if there is no engine program coverage, how

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much will that event cost? Finding out as much information about each aircraft for sale in a particular market makes all of the difference for a buyer or seller of an aircraft.

Utilizing the solid relationships a sales professional has with their industry colleagues, and the due diligence they practice to keep track of different markets allows their clients to keep track of the information they need to make an informed decision on what to ask or what to pay for an aircraft.

Among the items to consider when tackling research in a shifting market are model year; airframe total time; engine programs; major avionics and cabin systems upgrades; cosmetic condition; maintenance status; damage history; and seller motivation. The more columns of detail that you can fill in, the more accurate your comparison can be between two different aircraft. But beyond even these many telling factors about an aircraft, the most pertinent information we provide can come in the “Notes” column.

Here, notations each time we speak with a selling broker, providing clients the ability to see any change in asking price; seller motivation throughout its time on the market; detailed damage history or incidents provide a comprehensive back-story and add enormous quantities of detail to the overall picture. Thus, a client will see when sellers remain on the market for hundreds of days tracking a market down as aircraft sell ahead of them and prices continue to fall. This combination of input allows the capable research staff of brokerage firms the tools to create meaningful market summaries.

Another important factor to consider is that in days past, buyers were brand-loyal so if they were moving out of a Gulfstream model, they would be looking at replacement Gulfstreams, for example. In today’s market, only the best deal matters. With ‘brand’ out of the equation, where you once may have been looking at a market with 30 airplanes to choose from as a buyer (or compete with as a seller), now you need to look to the left and right – the number of competitive aircraft choices can easily exceed 100.

Buyers have many more options, and if www.AvBuyer.com

you are competing with fewer buyers the deals are there for the taking. But the importance for a seller to understand the research, and to price their aircraft accordingly can be the difference between making a sale or not.

Many companies are reporting that asking prices are up and days on the market are fewer. To the average seller, this is great news, right? Closer examination, however, reveals that the aircraft with higher asking prices are not necessarily the ones selling the fastest. The lower priced, more aggressively positioned, or realistic sellers have got in and out of the market already, leaving the aircraft with higher ask prices or less desirable qualities behind. Ultimately, transaction levels are picking up - but buyers are looking for the best aircraft at the most realistic price.

When we’re hired to sell an aircraft we review the specific market and other, similar markets, comparing recent transactions. An asking price that is as close as possible to the expected sale price is then recommended, while still leaving a little room to negotiate. Trading airplanes is something of a ‘sport’ for many people, and they like a little room to play with. When working with buyers our research is just as important. To go to market armed with information to make great buys based on actual data is essential.

Research is more important today than at any time. It is critical to have a professional by your side as you wade into the murky waters of buying and selling aircraft in today’s shifting market. ❯ Adam Mesinger is the Director of Business Development for Mesinger Jet Sales. He is involved in sales, acquisitions and the lead in market research for the company. You can follow more of his writing as well as updates from Mesinger Jet Sales at their corporate blog Jetsales.com/blog, on Twitter @jmesinger and LinkedIn. Aircraft Index see Page 4

Southern Cross April_Layout 1 17/03/2014 16:48 Page 1

GL GLOBALLY OBAL LL LY INTIMATE. INTIMA ATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

Visit our w website: ebsi e ite: w www.scross.com ww.scross.ccom

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1988 Gulfstream GIV • s/n 1069 • N813PD

2002 Gulfstream 200 • s/n 59 • N409BM

Engines on RRCC • APU on MSP / Avionics on HAPP • Recent Excellent Cosmetics • Recent 72 / 24 Month Inspections • WIFI • Satellite TV • 2 Owners Since New Ready for immediate Delivery

5,362 TT • 3,091 Landings • Engines on ESP Gold • APU on MSP • 9 Pax Int w/ Aft Divan • Motivated Owner will consider trades

2013 Phenom 100 • s/n 500-00295 • N100RY

2009 Premier 1A • s/n RB-261 • N199BP

Only 45 hours SNEW • Airframe Enrolled in EEC • Engines on ESP • TCAS-I • SVS • Loaded w/Options

Only 750 TT • 640 TC • Engines on TAP Elite • New Paint and Interior 2011 • One Owner since new • No damage • Replacement aircraft in service • All offers considered

2007 Piaggio Avanti II • s/n 1133 • OK-PIA

1982 Falcon 20-5F • s/n 444 • LV-BIY

Only 930 TT • 680 TC • Pro Line 21 • No damage • JAR OPS equipped • Replacement aircraft already in service

12,000 TT • Engines on MSP Gold • Fresh 2C Check • Gear OH in Progress • Excellent Cosmetics • Turn Key Aircraft available in Ft. Lauderdale

1999 Lear 45BR • s/n 45-039 • N45FE

2000 Eurocopter EC-120 • s/n 1121

5550 TT • NDH • -BR engines on MSP • Dual UNS-1C FMS

1030TT • 12 year Inspection c/w 2012 by Eurocopter • Well Equipped • Private Use Only

AIRCRAFT WANTED: Challenger 300 - all models considered • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer • Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel/XLS - all options considered

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1992 Lear 35A, sn 674: 7900 TT/ 6,000 TC, engines on MSP Gold, fresh 3000 Cycle and Landing Gear Inspections, TR’s, Cargo Door, UNS1B FMS, TCAS I, RVSM, no damage complete records.

1991 Lear 35A, sn 665: 8450 TT, 5850 TC engines on JSSI, TR’s, Cargo Door, Raisbeck Aft Locker, GNS-XLS FMS, KGP-860 EGPWS, RVSM, no damage, complete records

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Pre-OwnedJan14_Pre-Owned Sales Jan06 18/03/2014 16:47 Page 1

PRE-OWNED A/C SALES TRENDS

THE ESTEEMED QUEEN AIR

Not Your Grandfather’s Marketplace Pre-Owned Aircraft Sales Trends. by Fletcher Aldredge few years ago, while waiting for passengers, I strolled the tarmac at a quiet New Mexico airport trying not to trip over the weeds growing up through cracks in the concrete. The most interesting thing there — other than the King Air 200 I was flying - was a chalky old Queen Air tires low and worn, with at least one strut flat. Nearly every window was cracked or crazed. Sun-faded WAC charts could be seen in the cockpit windows. The nacelles were black with oil.

I paused for a few moments as if to give this once beautiful bird a final adieu. It was clearly tied down in its final resting place.

The noise of a revved-up engine brought me back to reality. It was a rusty van, head-

A

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

ing straight for me at a high rate of speed.

The van circled the Queen Air while its driver glared at me — probably thought I was with the FAA. He stopped perilously close to the plane’s door, loaded up several bags of cargo, cranked the engines and taxied away...at a high rate of speed. Apparently when you’re flying the ‘big iron’ there’s no speed limit and no need to stop for a mag check. Last I saw of it, the airplane was climbing out, both engines smoking, but still running.

The moral of the story is: Airplanes are often down, but almost never out.

NEARLY 70 YEARS OF AIRPLANES Did you know the V-tailed Beech Bonanza started production in the same year the www.AvBuyer.com

Spruce Goose flew - 1947? Furthermore, there is at least one 1947 model Bonanza, still flying and for sale right now. Other manufacturers have a similar legacy. Modest airplanes with modest performance have morphed into today’s much more capable, much more expensive iterations. Piper even has the Mirage, able to cruise in pressurized comfort, skirting the tops of baby thunderstorms.

The turbine arena is just as colorful and long-lived. This full array of aircraft, piston and turbine, old and new, share the same airspace and the same marketplace. We often get asked, “When should I put my airplane on the market? I want to wait until the market goes up.” Yes… we often get asked that...

At this time, it is customary to issue a prediction for the coming year. It seems there are Aircraft Index see Page 4

Pre-OwnedJan14_Pre-Owned Sales Jan06 18/03/2014 16:47 Page 2

Security. Trust. Confidence.

2003 CJ2 | S/N 169 2649 TSN, 939 SH, JSSI 100%, PROPARTS 3-TUBE EFIS, [D]GARMIN 530As, UNS-1L PROV FOR HF, DOC 10 c/w SEPT/2012 FRESH DOC 8 c/w DEC/2013

2006 CJ3 | S/N 117

PHONE FAX

1728 TSN, TAP ELITE, SATPHONE, DFDR CVR, PROV FOR HF, PROPARTS BELTED LAV, BRAVO STYLE ENTRY STEPS DOC 8 c/w NOV/2010, EU OPS 1 APPROVED

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Years

AVION LTD PAR

2007 CJ3 | S/N 200 2208 TSN, 208 SH, TCAS II, SAT WX RADAR, FDR, CVR, STORMSCOPE GPS-4000S (WAAS), BELTED LAV BRAVO STYLE ENTRY STEPS, EU OPS 1 APPROVED FRESH DOC 5, 7, 9, 22, 24 & 40 c/w JAN/2014

1984 CITATION 650 | S/N 059

as

AVAILABLE FOR LEASE 5826 TSN, –3C, MSP GOLD HONEYWELL EFIS (4-TUBE), DUAL GNS-XLS w/GPS TCAS II, KING EGPWS, SATPHONE, FREON NINE PASSENGER INTERIOR INCLUDING BELTED LAV DOC 8 c/w APRIL / 2012

14 1997 - 20

WANTED: FALCON 2000LX

AV I AT I O N C O N S U LTA N T S T O T H E W O R L D lots of hopeful forecasts out there. So, we’ll join in too. But, before we do let us say, “This is not your grandfather’s marketplace!” Airplanes that should have been retired years ago (that Queen Air) somehow keep going.

At the other end of the spectrum, prices for many new-looking, late-model airplanes continue to be slashed. The reasons are much more complex than just saying “We’ve gone global”.

It is common to hear a buyer say, “Why would I spend $400k on a Twin Cessna when I could buy an older Citation for the same money?” Those of us who have operated a 30+ year old jet can answer that rather easily – operating costs. (The owner of a Citation 550 I once flew used to cover his eyes on take-off so he wouldn’t look at the fuel flow gauges...) Anyway, this brings us to the big question: How can I tell if my airplane has upside potential? By upside potential, we mean your airplane could very well increase significantly in value at some-time in the future.

UPSIDE POTENTIAL Forget most of the stuff you hear in the pilots’ lounge - “They’re not building these anymore, so the value is going to increase.”

There may be a reason they’re not building them anymore. Under-powered, lead-sled, high-maintenance. Here’s the checklist (give yourself one strike for each item that fits your airplane): Advertising Enquiries see Page 8

• • • • •

Built Before 1990, and out of production; Manufacturer is out of business or nonsupportive; Avionics cannot be updated for intended mission; Too much deferred maintenance; Major damage history.

If you have two strikes — some say just one — it is unlikely your airplane will appreciate in value enough to recoup your operating or holding costs. Basically, if you need to sell and there is a buyer willing to write a check right now, give it serious consideration.

Remember the old Queen Air? Yes, that airplane had lots of strikes against it. Baseball fans know that three strikes doesn’t always mean you’re out. That Queen Air will probably be flying at least until it gets rampchecked, but its value will never increase (Queen Air owners’ complaints to Really?!@vrefpub.com).

A similar checklist can be devised for airplanes with some upward potential.

• Built After 1990, and reasonable amount of time on airframe and engine(s); • Well maintained; • Recent paint and interior; • Updated panel suitable for intended mission; • Still in production with support from the manufacturer. www.AvBuyer.com

If the answer is yes to two or more of the above, there is a real possibility you will eventually see enough appreciation for some bragging rights. The question is, when?

OUR SO-CALLED FORECAST We continue to be very optimistic about the future of General Aviation. However, a pronounced turnaround does not appear to be imminent. This is due to a plentiful supply of airplanes and helicopters of nearly all ages. These things just don’t go away. This is exacerbated currently by a limited supply of enthusiastic buyers.

We do see some promising areas. Demand for trainers (Cessna 172 and 182) is strong and that is reflected in their pricing.

At the top, buyers who want a ready-to-go Gulfstream G550 or G650 have been willing to pay more than the previous buyer. It is also possible we have seen some strengthening in early model King Air B200s and Pilatus PC-12s.

We are not ready to say these markets are trending up. Let’s just say they’ve stabilized. That is what 2014 should be, a year of stabilization. And, when looking back over the price history graphs at VrefOnline.com, stability is a very good thing.

❯ More information from www.vrefonline.com WORLD AIRCRAFT SALES MAGAZINE – April 2014

99

Dealer Broker Mkt Update April14_Gil WolinNov06 18/03/2014 10:11 Page 1

DEALER BROKER MARKET UPDATE

Slow-Motion Rebound?

Dealers' and Brokers' phones are ringing with serious shoppers.

by Dave Higdon

100

WORLD AIRCRAFT SALES MAGAZINE – April 2014

ould sales of pre-owned business turbine aircraft be recovering from their post-recession hangover? Are light and medium jets gaining renewed interest from prospective buyers? It’s hard to avoid these questions given recent feedback from dealers and brokers across the U.S. It’s true, market trends seem in conflict, though.

From one comes a slow reduction of available inventories, even among the light and medium jets; conflicting, however is the continuation of “buyer's market” pricing.

Reports for year-end 2013 generally indicate a market slightly improved in terms of sales over 2010, 2011 and 2012. Add to that the 2014 figures that so far are exceeding those from the same point in 2013. Financing,

C

www.AvBuyer.com

once a speed bump for the prospects of owning models older than 10 years, appears more flexible lately, and is also available to more models that are 15 (even 20) years old.

Financing also appears more flexible because of another growing phenomenon: the amount of cash that companies hold in their accounts. A variety of economic and business reports contend that American businesses hold reserves of between $2-3 trillion – some of which seems destined to be converted into business aircraft. Such cash options present serious competition to some finance businesses.

Similarly, established companies with established bank relationships – particularly among many local and small regional banks – more frequently compete for the finance ❯ Aircraft Index see Page 4

Boutsen April_Layout 1 18/03/2014 12:55 Page 1

Dealer Broker Mkt Update April14_Gil WolinNov06 18/03/2014 15:49 Page 2

DEALER BROKER MARKET UPDATE

business. The economy continues to turn in decent growth numbers – which is a relief to many a business planner and economist.

Overheated growth too often reverses direction with equal or greater ferocity. It’s better flatter sine wave on the growth-versuscontraction graphs.

With so many decent, late-model preowned choices available – and so many newer upgrade options for so much of the preowned fleet, some of the manufacturers' existing in-production aircraft provide competition for their new models.

Underpinning some of this up-tick is an increase in global business aircraft use, which, according to a recent report by Jet Support Services, Inc., grew by about four percent in 2013. Throw in fewer airline seats and fuller flights on the air carriers and the combination seems to be encouraging some people to turn to – or return to – private flying.

MORE A “SURGE” THAN “FLAT” In early February, market-observers at JETNET reported a drop in almost every segment of pre-owned turbine-powered business aircraft actively ‘For Sale’ in 2013. The numbers also reflected a small increase in the sales of jets (by 0.6% over 2012), versus declines in sales of pre-owned turboprops (-8.8 percent).

Buoying expectations, however, are analysts’ projections (including those of JETNET)

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

We have seen an improvement in the past couple of quarters here in the U.S. and in Europe. that rate the national economy to be finally growing at a pace that is traditionally primed for positive Business Aviation growth.

While the percentage of the fleet listed as actively ‘For Sale’ has declined steadily since 2010, much of that percentage decline, JETNET notes, comes from an increase in the actively flying fleet of more than 2,350 aircraft as of the end of 2013. Still, there's no ignoring the small growth in sales in 2013, helped significantly by a strong Fourth Quarter that helped off-set a weaker Third Quarter last year.

BUSINESS AVIATION'S CONVERSION CATALYSTS Numerous catalysts seem to drive this recent sales resurgence, modest though it is. Tax issues drive the decision for some buyers; swelled cash coffers make financing a purchase a non-issue for others, leading some companies to fulfill long-delayed fleetwww.AvBuyer.com

replacement and fleet-expansion plans – and again, providing benefits at tax time. For still others, it's the classic benefit of time efficiency that Business Aviation offers driving the decision. The benefits make a business aircraft a viable choice for expanding a company's reach – with convenience and efficiency well above anything available from the common carrier.

As one frequent Business Aviation user noted, “With few exceptions, the airlines are serving fewer markets than ever, and service options to the third-tier markets are schedulekillers of the highest degree.” (Essentially, markets with minimal service, often subsidized, are in some cases limited to one daily flight – one in, one out.)

The CEO of Houston's Charlie Bravo Aviation noted the improved market activity at many levels. “We're seeing a lot of interest here in the U.S.,” Rene Banglesdorf told World Aircraft Sales Magazine. “That's a swing-back from how things had been.”

She reflected on the flat years in 2010, 2011 and 2012, but the signs of improvement in 2013. “We have seen an improvement in the past couple of quarters - here in the U.S. and in Europe.”

The nature of the contacts seems improved as well, according to Banglesdorf and others in the world of pre-owned business aircraft sales where there are neither “fire sale” people Aircraft Index see Page 4

Dealer Broker Mkt Update April14_Gil WolinNov06 19/03/2014 15:50 Page 3

hoping for a windfall deal, nor “tire kickers” with little more than a casual interest in an aircraft's asking price.

One Midwest dealer explained, “We get some calls that seem aimed more at learning the market value of their current airplane than in buying what they called about. We figure some of those are trying to sell; about to sell; hoping to trade; and in all cases are hoping for some confirmation that their current airplane is worth more than they're getting from appraisals.”

Banglesdorf echoed the Midwest dealer.

“We're getting inquiries from people who sound serious rather than people looking for a ‘fire sale’. We're hearing people who say ‘ I have a need for an aircraft for my business’, who are still interested in getting the best deal.”

She and others also noted that some operators want to change their aircraft after exhausting the depreciation value of the current aircraft. “They want that depreciation – or have another tax-based justification,” explained Banglesdorf.

THE COMEBACK PROFILE “Light and medium jets are definitely coming back, and there's a lot of evidence here to back that up,” Banglesdorf offered. “And there's a lot of interest here in the U.S. That's a swingback from how things had been.” (Her comAdvertising Enquiries see Page 8

pany is already seeing inquiries for aircraft from small-to-medium-size businesses for 2014.) "[Prospects] are beginning to truly understand the value in private aviation and how it helps their bottom-line," she added.

Of course, elevated expectations follow some encouraging forecasts – such as that published by Honeywell which recently forecast shipments of nearly 10,000 new business jets valued at $250 billion during the next decade. The trend towards larger models is also expected to continue. But for many an operator the entry-way into Business Aviation will remain the light- or medium-category jet or propjet, which helps assure that the lowerend of the spectrum will continue to see R&D produce new models with reduced operating costs and greater utility.

As one West Coast broker noted, “When there's only one way forward, it's not like you can pick an alternate. And the airlines are, increasingly, a second-tier option for travelers who value control and efficiency over frequent-flyer perks and airline-terminal exclusives.

“Those exclusives don't do anything to improve the on-time, with-bags, experience.

Don't care about your time? Buy an airline ticket. But if you need to be sure of getting there on time – you need to take your own airplane; whether you charter, lease, share or buy one.” www.AvBuyer.com

As any user of business aircraft well knows, convenience and time savings are the prime advantages. With no hubs, no spokes, no pat-downs or security lines, business travelers waste none of the time airline passengers must invest for the vast majority of their trip.

“Ultimately, that's what's always brought people to Business Aviation,” summarized Banglesdorf. Now it appears to be helping the sales of pre-owned aircraft by bringing in new and returning operators alike.

In light of the increased interest – evidenced by more phone calls for more dealers and brokers – a variety of brokers today advise those people sitting on the fence, thinking about entering or returning to market, should consider moving soon. These professionals note that while the declining supply may not yet have pushed up asking prices, that tipping point may come soon.

“At some point the real bargains will give way to aircraft owners asking, and getting, fair value pricing - which is only one step away from a supply tight enough to inflate asking prices,” our West Coast broker concluded. “We don't need to go that way again, because it mainly serves to slow sales, and narrow down the prospects.”

❯ Do you have any questions or opinions on the above topic? Get them answered/published in World Aircraft Sales Magazine.

Email feedback to: editorial@avbuyer.com ■ WORLD AIRCRAFT SALES MAGAZINE – April 2014

103

GAMA April14_GAMA DEC05 18/03/2014 17:16 Page 1

GAMA 2013 YEAR-END SHIPMENT ANALYSIS

GAMA 2013 Year-End Shipment Analysis

by Mike Potts he General Aviation Manufacturers Association announced its aircraft shipment and billings totals for 2013. The verdict: It was a pretty good year! It was not the breakout recovery year that many have been hoping for, but every segment finished ahead of last year, and total billings were the second best on record at $23.42 billion, surpassed only by the $24.87 billion achieved in 2008. This year’s billings were 23.8 percent ahead of the 2012 total of $18.9 billion.

Based just on the billings results you’d have to call 2013 a stellar year, and in the midto-upper ranges of the jet market which was mostly responsible the strong billings performance, it was. But the rest of the market’s experience was much more average, and the delivery numbers reflect that. Total shipments reached 2,256 units, up just 4.3 percent from the 2,164 aircraft delivered in 2012.

The jet category was up, but only by 0.9 percent after a year when deliveries trailed 2012’s results during two of the four reporting periods. Turboprops were up 10.4 percent as reported by GAMA, although this number includes agricultural airplanes too. But for a change the business aircraft percentage gain was better than the agricultural airplanes. The piston category was up by a lackluster 2.7 percent, and in the fourth quarter piston deliveries actually trailed 2012’s result.

In raw numbers, jet deliveries amounted to 678 units (up from 672 in 2012, and within the 660 to 680 range I had forecast). In surpassing the 2012 total, this year’s jet market benefitted from an unusually strong fourth-quarter surge of 37.9 percent, or 257 units that were delivered in the last three months of 2013. Without

T

104

WORLD AIRCRAFT SALES MAGAZINE – April 2014

this unexpectedly large surge, the jet market would not have surpassed the 2012 total.

Historically about 33 percent of all business aircraft deliveries come in the fourth quarter, and in recent years that percentage has been growing. Last year both the jet and turboprop markets experienced a 36 percent fourth-quarter surge.

Turboprop totals as listed by GAMA were 645 units, up from 584 last year. Adjusting these numbers to remove agricultural airplanes, there were 137 multi-engine and 283 single-engine business turboprops, for a total of 420 deliveries, compared with 365 last year.

That’s an increase of 15.1 percent (well ahead of the 380 units I forecast). Like the jet market, the turboprop segment’s year-end surge was larger than normal, with 155 units (36.9 percent) of business turboprop deliveries coming in the fourth quarter.

By contrast, there was almost no surge in the piston market, with just 266 units or 28.5 percent of the 933 total piston aircraft being delivered in the final three months. I had expected a more typical surge.

GAMA President and CEO Pete Bunce summarized: “The industry’s positive numbers across all categories fuel cautious optimism as we move into 2014.” New products will be the key to future growth, he said, calling on Washington lawmakers to make it easier for manufacturers to develop new aircraft.

THE JET MARKET Looking at the specifics of the individual markets, there is evidence that new products can be a key to growth, but an equally strong argument can be made that the key to success in business aircraft today is more complex than just “build it and they will come”. The jet www.AvBuyer.com

market at the end of 2013 is illustrative. Of the eight jet builders listed in GAMA’s report, four had better results in 2013 and four were down from 2012. The companies with improved results for the year included Bombardier, Dassault, Embraer and Gulfstream. Finishing with negative results were Airbus, Beechcraft, Boeing and Cessna.

Bombardier is the jet market leader in deliveries by a wide margin for 2013. It delivered 180 units versus second placed Gulfstream (144 units) and third placed Cessna (139). These results represented a huge change from 2012, when Cessna was the leading jet manufacturer with 181 units, finishing narrowly ahead of Bombardier (179). At that time Embraer was third in jet deliveries (99 units) and Gulfstream fourth (94). These results show how roiled the jet market has become, with the mid- to upper-range jets performing strongly while the lower-end languishes.

Bombardier is ahead of last year but by a single unit. Looking at the mix of its sales, however, Bombardier’s three strongest products are its Challenger 300, Challenger 605 and Global 5000/6000 series. These models accounted for nearly 82.8 percent of its sales, or 149 units out of 180. A year ago the same models accounted for 76.0 percent (136 out of 179 deliveries). And where did the difference ❯ Aircraft Index see Page 4

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GAMA April14_GAMA DEC05 18/03/2014 17:17 Page 2

GAMA 2013 YEAR-END SHIPMENT ANALYSIS come from? The light-end, where Bombardier’s Learjet models represented just 16.11 percent of this year’s sales (29 units) compared with 21.79 percent (39 units) in 2012. So, in Bombardier’s world, the mid- to upper-segment of the jet market is up 9.5 percent while the lower-end is down 34.5 percent. And Bombardier’s experience roughly reflects the whole business jet market.

Second place Gulfstream enjoyed a huge gain, with sales up 53.2 percent (144 units this year over 94 in 2012). This is because its products are in the sweet spot of the market right now. By contrast, Cessna went from leading the market last year to a distant third place this year with jet sales falling 23.2 percent (139 units, down from 181). Cessna is suffering because the top of its product line stops just below the super mid-size segment where the market is hot. Below that level the market for business jets is still tepid.

In billings, Gulfstream led for 2013 with more than $7.35 billion, eclipsing Bombardier which had held the top position in jet billings since 2004. Bombardier was second with more than $6.33 billion. (In 2004, incidentally, the leader was also Gulfstream, with $3.01 billion, followed by Bombardier with $2.64 billion.)

Dassault, with $3.47 billion, was third. No other jet manufacturer came close to those billings totals.

Rounding out the delivery race were Embraer (119 units, up 20.2 percent over 2012) and Dassault (77 units, up 16.6 percent).

Beechcraft, formerly Hawker Beechcraft, continued to act as a spoiler for the market.

With six units reported in 2013 Beechcraft was actually tied with Airbus for seventh (last) place in deliveries, behind Boeing which was in sixth place with seven units. Beechcraft’s results were down 81.25 percent from 2012, after effectively withdrawing as an active participant in the jet market.

Because Beechcraft is no longer actively building business jets, it’s reasonable to remove their numbers from the jet market equation. Doing so presents what I believe is actually a more accurate picture of the market today. By eliminating Beechcraft numbers from both years, we have a 2013 jet market of 672 units, up 5.0 percent over 640 jet deliveries in 2012.

On balance, the business jet market is mixed right now. Some segments are doing very well, while others are still clearly in recession. As Pete Bunce seemed to be saying, ‘maybe next year’.

THE TURBOPROPS The turboprops are clearly the bright spot in the business aircraft industry right now. Of the nine business aircraft turboprop makers reporting to GAMA this year, five had better results in 2013 than in 2012, including

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

On balance, the business jet market is mixed right now. Some segments are doing very well, while others are still clearly in recession. As Pete Bunce seemed to be saying, ‘maybe next year’.

Beechcraft, Pilatus, Piper, Quest and Socata.

Of the four that did not do as well (Cessna, Extra, Pacific Aero and Piaggio), none lagged by more than four units. There is none of the structural weakness here such as is seen in the light end of the jet market.

The market leader is Beechcraft, which returned to a position it had held for more than four decades until it was supplanted by Cessna two years ago. This year Beechcraft finished with 135 deliveries, up from 89 last year. That’s a gain of 51.7 percent, which I believe is attributable, in part, to the company exiting the jet market and putting a more concerted effort into selling its turboprop and piston products (also up significantly).

Beech also leads in the multi-engine turboprop category, which it occupies almost entirely by itself since the other entrant, Piaggio, reports only intermittently. In the year-end report Piaggio is listed with two deliveries, down three from the five it reported last year.

(Piaggio’s two units bring the multi-engine turboprop category to 137 deliveries). There is no indication in what quarter those two shipments occurred. As a result, in the summary on the first page of the GAMA report, the four quarterly listings of turboprop deliveries include only those reported by Beechcraft, and do not add up to the 137 listed in the totals column. This is GAMA making the best of a bad reporting situation.

In the single-engine turboprop category Cessna is the market leader with 105 deliveries, down just two units (1.9 percent) from the 107 delivered last year. Cessna’s turboprop deliveries were well ahead of last year’s until the fourth quarter, when it delivered just 32 www.AvBuyer.com

airplanes, compared with 42 in 4Q 2012.

There is a big gap between first and second place in single-engine turboprops, with Pilatus filling the runners-up slot at 69 units, up two units (3 percent) over the prior year.

Pilatus’ results were buoyed by an extremely strong fourth quarter, which saw 37 deliveries or 53.62 percent of the year’s totals. This was not too much different from the previous year, when Pilatus had 30 fourth quarter deliveries, amounting to 44.8 percent of the year’s total.

Following Pilatus is a fairly tight grouping of three companies, including Socata with 40; Piper with 34; and Quest with 28 units for the year. Socata and Piper were both two units ahead of their 2012 totals while Quest had an impressive 86.67 percent gain over the 15 units reported in 2012.

Completing the turboprop segment were Pacific Aerospace (six units, down from 10) and Extra (one, down from two).

PISTON SUMMARY The piston segment came into the fourth quarter 7.9 percent ahead of 2012, but a weak fourth quarter in which there was virtually no year-end sales surge left the category just 25 units, or 2.7 percent ahead of last year’s total.

It’s hard to pinpoint just why.

Of the 11 piston manufacturers reporting to GAMA in 2013, seven had a better performance this year than in 2012, while just four posted lower results. As a percentage of winners and losers, that would appear to make the piston market stronger than either the jet or the turboprop segments. But what set the piston market back was that, unlike the turbo❯ prop segment, some of the weak performers Aircraft Index see Page 4

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GAMA April14_GAMA DEC05 18/03/2014 11:26 Page 3

GAMA 2013 YEAR-END SHIPMENT ANALYSIS were among the market’s historical leaders.

Piston singles finished with 831 units, just 1.7 percent ahead of the 817 units delivered in 2012. Cirrus established itself as the solid leader in piston aircraft production this year with 276 units, up 9.1 percent from the 253 it recorded in 2012. In prior years Cessna and Cirrus had been locked in a tight battle for piston leadership, but this year Cirrus pulled away early and finished with a 70-unit margin over the former champion.

Cessna finished the year with 206 units, dragged down by a weak fourth quarter performance that saw its deliveries fall from 99 units in the last three months of 2012 to just 66 this year. Cirrus also did not match its 2012 fourth quarter numbers in 2013, but the gap was much narrower– 81 units this year against 84 in 2012. Third place in the piston market goes to Diamond, with 116 units, 7.6 percent below the pace it set in 2012.

Diamond also did not match its 2012 fourth quarter results.

Piper provided one of the bright spots in the piston results, finishing fourth with 109 units, and trailing Diamond by just seven deliveries for the number three position.

Unlike the three market leaders, Piper was on an upswing, improving 25.29 percent over its 2012 total of 87. The other big gainer in the single-engine piston market was Beechcraft, with 35 units, up 191.67 percent from the 12 it delivered in 2012.

Finally in the piston twin category, sales were up 12 percent over a year ago, with 102

On the positive side, we have very strong billings, reflecting the strength of the middle- to upper-segments of the jet market. To me that adds up to a pretty good year, but not yet a great one. units compared to 91 in 2012. Piper was the leading producer, with 45 units. Second in the piston twins was Beechcraft, and third was Diamond.

On balance, then, we saw a soft jet market make up some ground and finish ahead of last year. Some segments of the jet market are in strong recovery, but others are still struggling. Turboprops are doing better, but nearly half the participants did not do as well as last year. The majority of piston makers were

ahead of last year, but some of the key market leaders are still lagging - and the fourth quarter showed signs of possible renewed market weakness.

On the positive side, we have very strong billings, reflecting the strength of the middleto upper-segments of the jet market. To me that adds up to a pretty good year, but not yet a great one.

View GAMA’s 2013 Year-End Shipment Report in full overleaf. ❯

Airplane shipments 1, 2, 6 Manufactured Worldwide Q1

Q2

Q3

Q4

YTD

SINGLE-ENGINE PISTON

166

241

194

230

831

MULTI-ENGINE PISTON

16

32

18

36

102

TOTAL PISTON

182

273

212

266

933

SINGLE-ENGINE TURBOPROPS

102

116

126

164

508

MULTI-ENGINE TURBOPROPS

34

24

26

51

137

TOTAL TURBOPROP AIRPLANES

136

140

152

215

645

BUSINESS JETS

129

154

138

257

678

TOTAL TURBINE AIRPLANES

265

294

290

472

1.323

GRAND TOTAL

447

567

502

738

2,256

YTD

Airplane shipments 1, 2, 6 Manufactured US3 Only Q1

Q2

Q3

Q4

SINGLE-ENGINE PISTON

124

208

147

195

674

MULTI-ENGINE PISTON

12

24

14

30

80

TOTAL PISTON

136

232

161

225

754

SINGLE-ENGINE TURBOPROPS

88

91

98

115

392

MULTI-ENGINE TURBOPROPS

34

24

26

51

135

TOTAL TURBOPROP AIRPLANES

122

115

124

166

527

BUSINESS JETS

71

66

68

129

334

TOTAL TURBINE AIRPLANES

193

181

192

295

861

GRAND TOTAL

329

413

353

520

1,615

108

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

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GAMA April14_GAMA DEC05 18/03/2014 11:27 Page 4

GAMA 2013 YEAR-END SHIPMENT REPORT

Year-End Airplane Shipment Report 2013 MAKE & MODEL

Q1

GRAND TOTAL CIVIL SHIPMENTS 6

447

567

502

738

2,256

GRAND TOTAL AIRPLANE BILLINGS

$4,697,212,028

$5,724,294,516

$4,976,304,001

$8,008,919,738

$23,421,120,283

ACJ318

1

0

0

0

1

ACJ319

1

0

0

3

4

ACJ320

0

0

0

0

0

ACJ321

0

1

0

0

1

ACJ330

0

0

0

0

0

TOTAL UNITS

2

1

0

3

6

TOTAL BILLINGS7

$151,000,000

$110,000,000

$0

$249,000,000

$510,000,00

AIRBUS

Q2

Q3

Q4

YTD

7

AIR TRACTOR AT-401B

0

0

0

0

0

AT-402A

0

0

0

0

0

AT-402B

11

8

7

7

33

AT-502A

1

1

0

0

2

AT-502B

21

19

17

13

70

AT-504

0

0

1

1

2

AT-602

4

6

2

6

18

AT-802

4

2

0

3

9

AT-802A

14

5

9

12

40

TOTAL UNITS

55

41

36

42

174

TOTAL BILLINGS

$24,108,208

$18,575,795

$15,017,432

$19,047,937

$76,749,372

AMERICAN CHAMPION AIRCRAFT 7EC CHAMP

0

0

0

3

3

7ECA AURORA

0

0

0

0

0

7GCAA ADVENTURER

0

0

0

0

0

7GCBC CITABRIA EXPLORER

1

0

0

0

1

8GCBC SCOUT

1

4

1

0

6

8KCAB SUPER DECATHLON

1

5

1

3

10

8KCAB XTREME DECATHLON

1

0

5

0

6

TOTAL UNITS

4

9

7

6

26

TOTAL BILLINGS

$703,600

$1,563,100

$1,396,300

$890,400

$4,553,400

BONANZA G36

9

9

8

9

35

BARON G58

7

12

4

12

35

KING AIR C90GTx

5

5

6

11

27

KING AIR 250

13

7

5

11

36

KING AIR 350i/ER

16

12

15

29

72

HAWKER 4000

6

0

0

0

6

TOTAL UNITS

56

45

38

72

211

TOTAL BILLINGS

$368,336,100

$172,410,800

$174,394,800

$343,792,700

$1,058,934,400

1

2

1

5

BEECHCRAFT CORPORATION 8

BOEING BUSINESS JETS 7 BBJ

110

1 WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

GAMA April14_GAMA DEC05 18/03/2014 11:27 Page 5

GAMA 2013 YEAR-END SHIPMENT REPORT MAKE & MODEL

Q1

Q2

Q3

Q4

YTD

BBJ 2

0

1

0

0

1

BBJ 3

0

0

0

0

0

B787-8

0

0

0

1

1

B747-8

0

0

0

0

0

TOTAL UNITS

1

2

2

2

7

$55,000,000

$120,500,000

$110,000,000

$55,000,000

$340,500,000

LEARJET 40XR / 45XR

1

0

0

0

1

LEARJET 60XR

2

4

2

2

10

LEARJET 70 / 75

0

0

0

18

18

CHALLENGER 300

14

16

12

13

55

CHALLENGER 605

5

11

8

8

32

GLOBAL 5000 / 6000

17

14

14

17

62

CL850 / 870 / 890

0

0

0

2

2

TOTAL UNITS

39

45

36

60

180

TOTAL BILLINGS

$1,516,800,000

$1,586,800,000

$1,376,500,000

$1,863,000,000

$6,333,100,000

172R SKYHAWK

0

0

0

0

0

172S SKYHAWK SP

16

31

19

40

106

182T SKYLANE

4

7

2

0

13

T182T TURBO SKYLANE

11

15

0

0

26

206H STATIONAIR

3

0

0

0

3

T206H TURBO STATIONAIR

3

12

10

12

37

400 CORVALIS TTx

0

1

6

14

21

208 CARAVAN 675

2

1

4

4

11

208B GRAND CARAVAN

16

26

24

28

94

510 CITATION MUSTANG

2

5

6

7

20

525 CITATION M2

0

0

0

12

12

525A CITATION CJ2+

5

1

3

6

15

525B CITATION CJ3

2

3

4

6

15

525C CITATION CJ4

11

4

8

10

33

560 CITATION XLS+

7

7

4

13

31

680 CITATION SOVEREIGN+

5

0

0

8

13

750 CITATION X

0

0

0

0

0

TOTAL UNITS

87

113

90

160

450

TOTAL BILLINGS

$402,766,920

$270,084,520

$286,115,280

$686,956,260

$1,645,922,980

BOEING (CONTINUED)

TOTAL BILLINGS

7

BOMBARDIER

CESSNA AIRCRAFT COMPANY 5,6

CIRRUS AIRCRAFT CIRRUS SR20

11

14

3

4

32

CIRRUS SR22

14

27

39

32

112

CIRRUS SR22T

26

38

23

45

132

TOTAL UNITS

51

79

65

81

276

$31,161,244

$50,576,878

$43,741,137

$54,921,020

$180,400,278

CC11-100 SPORT CUB S2

0

1

0

1

2

CC11-160 CARBON CUB SS

14

14

10

14

52

CC18-180 TOP CUB

4

3

2

0

9

TOTAL UNITS

18

18

12

15

63

$3,609,386

$2,965,173

$2,345,249

$2,853,821

$11,773,629

FALCON 900LX

2

3

1

5

11

FALCON 2000LX

2

2

2

2

8

FALCON 2000LXS

0

0

0

3

3

TOTAL BILLINGS CUBCRAFTERS

6

TOTAL BILLINGS DASSAULT FALCON JET

5

Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

❯ 111

GAMA April14_GAMA DEC05 18/03/2014 11:28 Page 6

GAMA 2013 YEAR-END SHIPMENT REPORT MAKE & MODEL

Q1

Q2

Q3

Q4

YTD

FALCON 2000S

0

1

2

9

12

FALCON 7X

4

15

7

17

43

TOTAL UNITS

8

21

12

36

77

TOTAL BILLINGS

$358,600,000

$1,009,200,000

$538,900,000

$1,560,500,000

$3,467,200,000

HK-36

0

0

0

1

1

DV20

0

0

0

0

0

DA20-C1

3

3

4

4

14

DA40 (ALL)

27

19

33

23

102

DA42 (ALL)

4

8

4

6

22

TOTAL UNITS

34

30

41

34

139

TOTAL BILLINGS

$12,752,000

$12,371,600

$15,090,600

$12,741,600

$52,955,800

DIAMOND AIRCRAFT

EMBRAER

6

5

PHENOM 100

5

11

6

8

30

PHENOM 300

3

12

15

30

60

LEGACY 600/650

4

3

4

10

21

LINEAGE 1000/E190 HEAD OF STATE 0

1

0

3

4

SHUTTLES (ERJs AND E-JETS)

0

2

0

2

4

TOTAL UNITS

12

29

25

53

119

TOTAL BILLINGS

$161,865,000

$368,340,000

$271,005,000

$821,290,000

$1,622,500,000

EXTRA AIRCRAFT EA300

7

8

7

7

29

EA500

1

0

0

0

1

TOTAL UNITS

8

8

7

7

30

TOTAL BILLINGS

$4,420,000

$3,120,000

$2,730,000

$2,730,000

$13,000,000

ASTM CT SERIES

25

26

22

16

89

TOTAL UNITS

25

26

22

16

89

$3,217,522

$3,423,486

$2,896,794

$2,095,466

$11,633,268

GA8 AIRVAN

5

3

3

1

12

TOTAL UNITS

5

3

3

1

12

TOTAL BILLINGS

$3,634,800

$2,180,880

$2,180,880

$726,960

$8,723,520

GULFSTREAM 150 / 280

4

6

6

7

23

GULFSTREAM 450 / 550 / 650

25

30

32

34

121

TOTAL UNITS

29

36

38

41

144

TOTAL BILLINGS

$1,507,900,000

$1,830,900,000

$1,958,100,000

$2,056,700,000

$7,353,600,000

FLIGHT DESIGN GmbH

6

TOTAL BILLINGS GIPPSAERO PTY LTD.

5

GULFSTREAM AEROSPACE CORP.

5

LIBERTY AEROSPACE XL2

0

0

0

0

0

TOTAL UNITS

0

0

0

0

0

TOTAL BILLINGS

$0

$0

$0

$0

$0

MAULE AIR, INC. M-7-180B

0

0

1

0

1

M-7-260C

1

1

1

1

4 1

M-9-235

0

0

1

0

TOTAL UNITS

1

1

3

1

6

TOTAL BILLINGS

$190,978

$190,978

$542,631

$195,290

$1,119,877

M20R OVATION

0

0

0

0

0

M20TN ACCLAIM

0

0

0

0

0

TOTAL UNITS

0

0

0

0

0

TOTAL BILLINGS

$0

$0

$0

$0

$0

MOONEY AIRCRAFT

112

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

GAMA April14_GAMA DEC05 18/03/2014 11:28 Page 7

GAMA 2013 YEAR-END SHIPMENT REPORT MAKE & MODEL

Q1

Q2

Q3

Q4

YTD

PAC 750XL

1

2

3

0

6

TOTAL UNITS

1

2

3

0

6

TOTAL BILLINGS

$1,940,000

$3,463,000

$5,490,000

$0

$10,893,000

P.180 AVANTI II

N/A

N/A

N/A

N/A

2

TOTAL UNITS

0

0

0

0

2 $14,390,000

PACIFIC AEROSPACE LTD

PIAGGIO AERO

9

$0

$0

$0

$0

PC-6

0

0

0

4

4

PC-12

7

11

14

33

65

TOTAL UNITS

7

11

14

37

69

TOTAL BILLINGS

$31,255,000

$49,115,000

$62,510,000

$154,090,000

$296,970,000

0

0

2

0

2 48

TOTAL BILLINGS PILATUS

PIPER AIRCRAFT, INC PA-28-161 WARRIOR III PA-28-181 ARCHER III

0

23

9

16

PA-28R-201 ARROW

0

0

0

1

1

PA-34-220T SENECA V

1

6

2

13

22

PA-44-180 SEMINOLE

4

6

8

5

23

PA-46-350P MALIBU MIRAGE

12

12

9

9

42

PA-46R-350T MATRIX

4

4

3

5

16

PA-46-500TP MERIDIAN

6

8

8

12

34

TOTAL UNITS

27

59

41

61

188

$37,172,898

$54,785,284

$168,776,759

TOTAL BILLINGS

$29,723,271

$47,095,306

QUEST AIRCRAFT COMPANY KODIAK 100

2

7

8

11

28

TOTAL UNITS

2

7

8

11

28

TOTAL BILLINGS

$3,550,000

$12,425,000

$14,200,000

$19,525,000

$49,700,000

TBM 850

5

12

11

12

40

TOTAL UNITS

5

12

11

12

40 $138,910,000

SOCATA

$17,340,000

$41,600,000

$38,190,000

$41,780,000

S2R-T34

5

4

4

7

20

S2RHG-T65

1

0

0

0

1

S2R-T660

0

0

0

1

1

S2R-G10

0

1

0

1

2

S2R-H80

1

3

14

9

27

TOTAL UNITS

7

8

18

18

51

$15,713,000

$45,220,000

TOTAL BILLINGS THRUSH AIRCRAFT, INC.

$6,214,000

$6,583,000

$16,710,000

2T-1A-2

0

1

0

0

1

YMF-5D

2

1

2

1

6

TOTAL UNITS

2

2

2

1

7

TOTAL BILLINGS

$1,124,000

$810,000

$1,075,000

$585,000

$3,594,000

$5,724,294,516

$4,976,304,001

$8,008,919,738

$23,421,120,283

TOTAL BILLINGS WACO AIRCRAFT COMPANY

GRAND TOTAL AIRPLANE BILLINGS $4,697,212,028

NOTES: 1.

A shipment occurs when a general aviation airplane is shipped from its production facility to a customer located anywhere in the world.

2.

Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer.

3.

An airplane is considered to be manufactured in the United States when produced under an FAA production certificate.

4.

Military airplane shipments are not included in shipment table totals.

5.

Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2013.

6.

CubCrafters CC11, Diamond Aircraft HK36 Motor Glider and Flight Design GmbH ASTM CT Series models are included in civil make-model shipment total, but not summary tables. This change is intended to properly capture all deliveries by the companies listed while maintaining a consistent baseline of shipments from previous years' reports. GAMA will further integrate CS-VLA and S-LSA aircraft into future shipment reports.

7.

Airbus and Boeing twin aisle shipments will be identified in the report as opposed to in the footnotes going forward. GAMA, however, is not including the value of twin aisle airplane shipments in the calculation of billings.

8.

The listing in this report of Beechcraft Corporation for the period ending March 31, 2013 includes Hawker Beechcraft Corporation deliveries through February 15.

9.

Piaggio Aero does not provide quarterly data, but reports airplane deliveries to GAMA on an annual basis. ■

Advertising Enquiries see Page 8

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WORLD AIRCRAFT SALES MAGAZINE – April 2014

113

Global Mk APRIL14_Pre-Owned Sales Jan06 18/03/2014 15:47 Page 1

GLOBAL MARKETS – ASIA PACIFIC REVIEW

Asia Pacific Review

by Mike Vines he 2013 ‘Greater China Business Jet Fleet Report’ by Hong Kongbased Asian Sky Group (ASG) asks ‘Is China Slowing Down?’, and ‘Is it [the market] Over Hyped?’ More aircraft are arriving there, but at a slowing rate, while increasing numbers are exported from the registers of mainland China, Hong Kong, Macau and Taiwan. So from the report, the Greater China market is slowing.

In the first half of 2013 there were just 37 deliveries including seven pre-owned aircraft

T

with the traditional frontrunners’ (Gulfstream and Bombardier) market shares remaining roughly the same. Market gains were made by Dassault and Embraer while Cessna and Hawker models decreased. Deliveries by the end of 2013 were expected to reach a total of 106 aircraft with 68 arriving in the second half of the year. Of these, 31 aircraft were preowned (a growing trend that doesn’t now attract the stigma it used to).

The total fleet has grown from 240 aircraft in 2011, to 305 in 2012, to 366 at the end of 2013. In percentage terms that’s +27% between

UP AND RUNNING IN TIANJIN

2011/2012 and +20% between 2012/2013. The report suggests the slow-down is potentially caused by a cooling Chinese economy which is affecting certain industry segments; central Government austerity measures; a shift in business focus to domestic organic growth; longer decision making processes; and more educated buyers.

Of the 366 Greater China jet fleet the report reveals that 321 are China-registered, while Hong Kong has 13 and Taiwan and Macau 12 and 10 respectively. Gulfstream holds the largest market share with 140 aircraft; Bombardier, 112; Dassault, 30; Cessna, 28; Hawker, 19; Embraer, 16; Airbus, 15; and Boeing, 6. The top five Greater China business jet operators by aircraft fleet size, meanwhile, are - HNA Group (including Deer Jet), 66; BAA, 44; TAG Aviation Asia, 34; Metrojet, 31; and Jet Aviation Business Jet (HK), 23.

INDUSTRY NEWS As regards industry news, Bombardier Aerospace and the Tianjin Airport Economic Area have signed a letter of agreement to increase aircraft maintenance services in Mainland China. The agreement is a first step toward the creation of a joint venture, which is intended to result in the construction of a maintenance facility in 2016 supporting the MRO, and associated activities and services for all Bombardier business aircraft.

Zurich-headquartered ExecuJet, meanwhile, is already based at Tianjin. The joint venture MRO company ExecuJet Haite Aviation Services China was due to become fully operational by the end of February. The company has 20 personnel in place and was straining at the leash to get started on full business jet base maintenance after a frustrating few months waiting for final approval from the CAAC. ExecuJet’s purpose-built facility is an authorized service center for both Bombardier and Embraer business jets and despite the last minute hassle ExecuJet Haiti has been very busy with AOG work from both OEMs, according to Graeme Duckworth, ExecuJet MD, ❯

114

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

IAG April_Layout 1 19/03/2014 10:51 Page 1

Contact: Cass Anderson or Jeff Habib Tel: +1 212 888 7979 B6C=6II6C H:6IIA: H>A>8DC K6AA:N

Email: info@iagjets.com

2005 Challenger 300 s/n: 20059 Fresh 96 Month Inspection, Landing Gear Overhaul (Completed in December 2013 at Bombardier Tucson): s• One US Owner Since New s• 9 Seat Interior with Divan s• GoGo Biz High Speed Data s• Iridium SATCOM s• Currently Operated Commercially in Accordance with FAR Part 135 Regulations s• Extended Overwater Equipment s• Enrolled on SmartParts Low Utilization Program s• Turn Key Option - Keep Aircraft with Existing Management Company and Charter Certificate s• No Known Damage

2004 Falcon 2000EX s/n: 025 Highest Serial Number Falcon 2000EX Currently For Sale: s• Unmatched Pedigree - One US Owner Since New s• Engines / APU on ESP Gold s• AvTrak Maintenance s• 10 Passenger Seating w/Jump Seat s• TT-5000 HSD+/Swift 64 SATCOM s• Airshow 400 Cabin Display s• Baker CD/DVD Player s• 88 Parameter SSDFDR s• FAR Part 135 Material Burn Cert./Swatches s• No Known Damage

2001 Falcon 900C s/n: 189 Exclusive Falcon 900C Lease opportunity: s• Fresh 2C and Landing Gear Overhaul s• US Registered s• No Damage history s• MSP Gold s• 18 Passenger Seating s• AirCell Iridium – Axxess II SATCOM s• Forward and Aft Lavatories 4065 Cycles: 2122 2170 s• TT: 3958

www.iagjets.com

Global Mk APRIL14_Pre-Owned Sales Jan06 18/03/2014 15:47 Page 2

GLOBAL MARKETS – ASIA PACIFIC REVIEW

JET AVIATION’S SINGAPORE PLAN

Asia. “At the moment although we have our full Chinese maintenance license we have been mainly working on visiting aircraft. Obviously when we’re fully up and running we do intend to maintain a lot of Chinese aircraft as well.”

SINGAPORE At the Singapore Air Show there was plenty of Business Aviation activity but not much in the way of General Aviation aircraft sales announcements. A couple of exceptions were AgustaWestland (selling another ten AW139 helicopters to Malaysia’s Westar), and Sydneybased Hawker Pacific Pty which signed a multi-aircraft, multi-year MoU with Bell Helicopter for various models, based on anticipated market growth.

Hawker Pacific also signed a deal with Embraer Executive Jets to provide full maintenance support for Legacy 500 and Legacy 450 customers in the Asia-Pacific region. The Legacy 500 is due to enter service in the first half of 2014 with Legacy 450 certification due a year later. Hawker Pacific is now certified to provide maintenance support to all Embraer Executive Jets, from the Phenom 100 to the new Lineage 1000E. Business Aviation is “hopping” at Singapore’s Seletar Aerospace Park according to Gary Dolski, Jet Aviation’s vice president and general manager, Asia Pacific. The much publicized Jet Aviation $25 million mega-hangar MRO/FBO complex will be fully operational

by April says Dolski. Because of the success of the Seletar Aerospace Park, there are worries that the pool of locally-trained technicians will fast dry up - and to avoid this Jet Aviation Singapore is collaborating with Air Transport Training College (ATTC) Seletar to train up more local talent on a joint Licensed Aircraft Engineer Training Program.

As part of the deal, Jet Aviation has transferred ownership of a Falcon 20 business jet to ATTC for hands-on training. Jet Aviation will provide required on-the-job training opportunities to students enrolled on the course.

Just across the runway, Bombardier commenced its wholly-owned and operated MRO

116

WORLD AIRCRAFT SALES MAGAZINE – April 2014

airframe heavy maintenance operations here last September. It has a 32,000 sq ft hangar and 15,000 sq ft of office space. Initially it will offer servicing for Global Express, Learjet 75 and Challenger series aircraft. In February it was announced that the facility is to become the Asian home of Canada-based Flying Colours Corp. At Seletar, Flying Colours will offer full-service interior refurbishment capabilities on site to all Learjet, Challenger and Global business jets.

Flying Colours had been looking for an Asian base for a couple of years. “…when the opportunity presented itself with Bombardier at Seletar it was a quick answer, especially considering our relationships on other projects,” Sean Gillespie, Flying Colours executive VP sales and marketing said. “It diversifies our relationship with Bombardier, provides us with an Asian base of operation, and also gives us access to customers we might not have had previously...”

Flying Colours also became the first Canadian MRO to receive complete airframe and specialized service CCAR 145 MOC, (China Civil Aviation Regulations 145 Maintenance Organization Certificate), approval from the CAAC, enabling Flying Colours to conduct full airframe inspections, repairs and scheduled maintenance, along with specialized services including sheet metal work, composite repairs, paintwork, interior completions and modifications on Chinese registered aircraft.

Bell Helicopter at Seletar has received approval from the Civil Aviation Authority of Singapore to perform maintenance and customization on Bell 206 series, Bell 407 series and Bell 429 aircraft under the certification of Transport Canada Civil Aviation. With this qualification the company can now perform customization work on all in-production Bell Helicopter aircraft.

ST Aerospace also officially opened its new $26.6m aviation centre at Seletar Aerospace Park in early February.

INDONESIA Dassault Falcon Jet is enthusiastic about www.AvBuyer.com

prospects for its business jet range in the region. “We’re looking at Southeast Asia - in particular countries like Indonesia—as emerging growth countries for Business Aviation,” said John Rosanvallon, President and CEO of Dassault Falcon Jet. The company anticipates delivering its first Falcon - a 2000LXS - to an Indonesian customer later this year.

Indonesian Aerospace (Aae), meanwhile, is to build a rugged 19-seat twin turboprop (PT6A-42 powered) dubbed the N219 to compete with the Viking Twin Otter and the Harbin Y-12F. The company plans to fly the first prototype in 2015. According to reports the program is now fully-financed with development costs expected to be around $80 million. The company hopes to improve on the performance of the Twin Otter and will offer increased cabin height and three-abreast seating.

Over in Bali, ExecuJet’s FBO opened for business in temporary accommodation at the International Airport in October giving the company exclusive rights to run the General Aviation Terminal there. P.T. ExecuJet Indonesia – the joint venture between ExecuJet Aviation Group and majority owner P.T. Dimitri Utama Abadi – is preparing to move from the temporary General Aviation terminal to a new facility in the next two months.

The new GA terminal has a purpose-built adjacent apron designed to handle all General Aviation and business aircraft up to narrowbody airliners. It will be the first terminal to be opened under a Memorandum of Cooperation signed in June 2012 for ExecuJet to exclusively design, construct and manage GA terminals at up to 13 airports managed by state-owned Indonesian aviation company Angkasa Pura I. “At the moment we are concentrating on Bali, but have looked at a second possible site already,” concluded ExecuJet’s Duckworth.

“We are still evaluating whether we will take up the option for the other airports as our business requires high General Aviation movements and some of these [airports] are too low [in movements] to warrant the investment that will be required.”

Aircraft Index see Page 4

AIC Title March_Layout 1 18/02/2014 11:16 Page 1

201 01 14 4

BUSINESS AVIATION: Making a Difference in Europe.

500 Exhibits 60 Aircraft 12,000 Attendees

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Wright Brothers April 17/03/2014 16:45 Page 2

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JetNet April14_PAMA interview November06 18/03/2014 16:34 Page 1

JETNET >>KNOW MORE

Business Turboprops: A Recovery In The Works? by Michael Chase & Marj Rose

1,604 ‘07

20

11

12

20

20

09

20

20

07

08

20

20

05

06

20

20

Year

420 ‘13

361 ‘11

13

535 ‘08

New

04

20

03

272 ‘03

Source: GAMA – New; JETNET excludes two Agricultural OEMs Pre-owned Whole & Leases; Presentation and Analysis by Chase & Associates

1,456 1,283 1,135 ‘11 ‘13 ‘09

Pre-owned

10

1,188 ‘01

20

01

1800 1600 1400 1200 1000 800 600 400 200 0 02

Worldwide New Deliveries Pre-owned Sale Transactions

20

A

CHART A - NEW VS USED TRANSACTIONS

20

s everyone continues to look for bright spots in the Business Aviation recovery, the Turboprop segment continues to show promise. This month we will review the business turboprop marketplace and analyze the ups and downs of this fleet’s recovery.

As we reflect on the recently released 2013 deliveries of New and Full-Sale Retail Transactions of Pre-Owned business turboprops compared to 2012, we are seeing another mixed year for this market segment.

Chart A (right) represents both the New and Pre-Owned business turboprop deliveries and transactions from 2001-2013 are on different cycles. New turboprop deliveries have increased to 420 in 2013 following three years of almost no growth. However, this level is still below the peak set in 2008 of 535.

Meanwhile, the Pre-Owned business turboprops full retail sale transactions have been declining since 2011 but are still above the low point recorded in 2009.

A good first predictor: New aircraft orders are based on the successful sale of existing aircraft in the Pre-Owned market. A buyer who wants to purchase a new aircraft usually needs to sell their existing one first.

TABLE A - TRANSACTIONS BY MAKE

VIEW BY MAKE – NEW AND PRE-OWNED Table A (right) shows the number of New and Pre-Owned business turboprops in operation by make, along with the number for sale, percentage for sale, and the number of transactions. As represented, the King Air dominates the total with over 6,000 turboprops (or 43%) of the total business turboprops in operation. The number of transactions shows that the King Air with 831 transactions represents 43% of all transactions in the past 12 months.

VIEW BY MODEL – NEW AND PRE-OWNED Table B (facing, top left) shows the Top Ten list by model, and is ranked by the number of New and Pre-Owned Full Sale Transactions over the past 12 months. The Piper Meridian leads the Top 10 list with 178 transactions followed by the King Air B200. Three other King Air models are in the Top 10 listing, while of all models, the Caravan 208B has the largest

120

WORLD AIRCRAFT SALES MAGAZINE – April 2014

number of business turboprops in operation at 1,606 units.

PRE-OWNED COMPARISON 2013 VS 2012 Table C (facing, top right) is a comparison of the month of December 2013 versus December 2012. The number of Business Turboprops ‘For Sale’ decreased by 5.4% and lowered the percentage ‘For Sale’ to 7.7% from 8.3%.

The number of Full Sale Transactions decreased by 8.8% for the 12-month period ending in December 2013 compared to December 2012. It also took 332 days (or 11 months) before a business turboprop sold compared to 2012 at 348 days. That’s 16 fewer days on average. During the same period the average asking prices increased by 5.9%. www.AvBuyer.com

RETAIL SALE TRANSACTIONS VS AVERAGE ASKING PRICES Charts B & C (facing, bottom left & right) compare both the Retail Sale Transactions and Average Asking Price for Business Turboprops from January 2006 to December 2013, based on 12-month moving average trend lines.

From 2006 through mid-2008 the pre-recession Retail Sale Transactions and Average Asking Prices for business turboprops were on the same upward path based on a 12-month moving total and moving averages. Then in late 2008, the Retail Sale Transactions rapidly dropped by one-third from 1,596 to 1,096, and the ‘For Sale’ inventories rose rapidly (as shown on the ‘For Sale’ line).

However, the Average Asking Price continued to increase to an average of $1.633 million Aircraft Index see Page 4

JetNet April14_PAMA interview November06 18/03/2014 16:35 Page 2

JETNET >>KNOW MORE TABLE B - TRANSACTIONS BY MODEL

TABLE C - PRE-OWNED BUSINESS TURBOPROPS Fleet

2 013 14,113 1,080 7.7%

In-Operation For Sale % For Sale Fleet

2 013 1,283 332 1.391

Full Sale Transactions Average Days on Market Average Ask Price (US$m)

December 2 012 C hange 13,762 351 1,142 -62 8.3% (-0.6%) January - December 2 012 C hange 1,407 -124 348 -16 1.314 0.077

P ercentage 2.6% -5.4%

P ercentage -8.8% -4.6% 5.9%

Source: JETNET

CHART B - RETAIL SALE TRANSACTIONS vs AVERAGE ASKING PRICE

CHART C - FOR SALE vs FLEET PERCENTAGE FOR SALE

January 2006 to December 2013 12 Month Moving Trends

Months of July 2005 to July 2013 For Sale

$1.633 1,700.0

$1.600

1,596

$1.200 1,400.0

$1.100

$1.000

1,300.0

1,283

1,200.0

$0.800 $0.600

1,100.0

1,096

For Sale

1,500.0

Avg Asking Prices $mil.

Retail Sale Transactions

$1.192

800.0

$0.200

2006

2007

2008

2009

2010

2011

2012

2013 2014

8.0% 900.0 6.0% 4.0%

300.0

$0.400

12-Month Average Asking Price

10.0%

1,200.0

600.0

0.0

12-Month Moving Total Retail Sale Transactions

900.0

12.0%

4 yr. avg. 1,033 $1.400

1,000.0

1,500.0

$1.391

1,600.0

14.0%

5 yr. avg. 1,291

Fleet Percentage For Sale

2.0% Jul. '05 Jul. '06 Jul. '07 Jul. '08 Jul. '09 Jul. '10 Jul. '11 Jul. '12 Jul. '13

For Sale 1,111 Fleet Percentage For Sale 10.4%

983 8.8%

923 8.0%

Fleet Percentage For Sale

1,800.0

$1.800

1,800.0

1,116 9.3%

1,459 1,390 1,324 11.8% 10.9% 10.1%

1,205 8.9%

0.0%

1,077 7.7%

$0.000

Year Source: JETNET; Analysis & Presentation by Chase & Associates

Source: JETNET; Analysis & Presentation by Chase & Associates

and then dropped by one-third to $1.100 million. Since the rapid drop in both metrics, there has been a steady improvement with about a six month lag with a clear separation of the two lines. An interesting observation is that both lines are currently trending apart.

BUSINESS TURBOPROPS ‘FOR SALE’ The number of business turboprops ‘For Sale’ has averaged 1,071 from January to July 2013 compared to the same period in 2012 at 1,234, a decline of 163 or 13.2% less turboprops. The current percentage ‘For Sale’ is at 7.7% for July 2013 compared to 8.9% for July 2012. In a comparison of the number of business turboprops ‘For Sale’, the years 2009 to 2013 (1,291) show an average of 258 more than from the years 2005 to 2008 (1,033).

Advertising Enquiries see Page 8

SUMMARY The business turboprop market is showing mixed trends between New and Pre-Owned.

Overall the ‘percentage for sale’ and ‘average days on the market’ are showing decreases.

The good news is that more New business turboprops are again entering the market.

However, Pre-Owned business turboprops are showing increases in the average asking prices that has resulted in fewer full sale transactions.

So after several years of no growth in new deliveries, 2013 showed growth. These trends may result in new optimism as we move deeper into 2014. ❯ For more information: • Michael Chase is president of Chase & Associates, and can be contacted at 1628 Snowmass Place, Lewisville, TX 75077;

www.AvBuyer.com

Tel: 214-226-9882; Web: www.mdchase.com • JETNET can be contacted at 101 First Street, Utica, NY 13501; Tel: 800-400-2298; Web: www.jetnet.com * You can follow JETNET on Twitter at www.twitter.com / JETNETLLC • Marj Rose is president of MarketLift, Inc. and can be contacted at P.O. Box 595036 Dallas, TX 75359; Mob: 214-862-8992, Web: www.market-lift.com WORLD AIRCRAFT SALES MAGAZINE – April 2014

121

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P123_Layout 1 19/03/2014 10:50 Page 1

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Purchase, sale, lease and finance contract support for owners and operators.

Tax structuring and compliance.

Federal regulatory compliance.

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Wiley Rein LLP

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Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

123

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MarketIndicators Apr14_Layout 1 18/03/2014 16:26 Page 1

Market Indicators BizAv Activity Up in 2013

Over 19,000 attendees and 700 exhibitors attended HAI in Anaheim, and while there were several encouraging aspects of the show, market research consultant Brian Foley noted the military-driven segment of the industry – typically 'the elephant in the room', accounting for more than 75% of industry dollars – was underrepresented.

"When military sales sneeze, the whole industry catches a cold," Foley noted. The US Army, which is the world’s largest user of rotorcraft, is facing budget cuts. New-aircraft funding will be limited and, as troop levels fall to potentially pre-WW2 numbers, there won’t be enough staff to fly and maintain existing equipment. The latest US defense budget proposal calls for all 368 of the Army’s Bell Kiowa Warriors to be mothballed. "Fewer helicopters and fewer hours threaten not just sales but aftermarket revenues," Foley adds.

Even in the purely civil segment, used-rotorcraft inventory is up by 11.6% since last year's HeliExpo, while average asking prices are down by 2% (according to AMSTAT). Used equipment has been listed on the market an average of 35 days longer.

None of these trends are conducive to new sales.

As to bright spots, a US Air Force contract is to be awarded in June and several leasing companies announced mega-orders. But Foley points out leasing sales tend to be less "sticky" than individual orders, and typically allow deliveries to be deferred if the demand isn’t there.

A recurring quandary in the industry is that the buyer pool is known and finite, with OEMs competing for the same business year after year. A few years ago manufacturers tapped the super-midsize market with products in the $20 million range. Now the race has turned down-market into the light single-engine entry level gap, albeit at the less exciting $1 million price point. Emerging markets such as China are also being nurtured as additive business, as are unpiloted vertical lift machines for the military.

MI www.brifo.com Advertising Enquiries see Page 8

Emerging markets in Asia, the Middle East and Africa were up by over 20 percent since 2012, while flight hours in Latin America remained flat.

In addition, Business Aviation activity by aircraft type provides insight as to exactly how the business community is flying, and this is the first time JSSI’s Business Aviation Index released data on aircraft type usage.

“It is encouraging to see growth from single engine turboprops to large cabin aircraft,” continued Mr. Book. “This tells us that businesses large and small, along with the owner/operator community, are flying their airplanes again.

“As the global economy has recovered, we initially saw hesitation from businesses to start flying again. We’re now seeing this hesitation dissipate…We look forward to seeing how the Business Aviation industry grows and evolves throughout 2014 and beyond, both in the U.S. and around the globe.”

MI www.jetsupport.com

JSSI INDEX: REGION

JSSI INDEX: AIRCRAFT TYPE

Upward Lift for China’s Helis In the past four years the helicopter fleet in Greater China has doubled in size and, according to a new report by Asian Sky Group, it is expanding at an annual rate of 20%.

At the end of 2013, the civil helicopter fleet totalled 465, of which 41 are based in Hong Kong, Macau and Taiwan. The largest concentration of helicopter use is in Guangdong (where 96 helicopters are based) and Beijing (with 61).

Asian Sky Group reports that the offshore oil industry is a major user with a fleet total of 74 helicopters, while corporate and private helicopters form a growing part of the fleet. Airbus Helicopters (formerly Eurocopter) is the market leader with 26% of the Chinese fleet (121 helicopters), followed by Robinson (102 units).

MI www.asianskygroup.com

▼

No ‘Elephant’ in the (Heli-Expo) Room

According to the Jet Support Services, Inc. (JSSI) 2013 Year-End Business Aviation Index, global Business Aviation activity grew by four percent surpassing the 2.9 percent growth that the IMF estimates took place in the world’s GDP in 2013.

The Manufacturing, Power & Energy and Real Estate industries all posted impressive gains, while the Construction, Financial Services and Healthcare industries contracted.

When looking at the data by region, however, Business Aviation experienced growth in virtually every market, both on an annual and a quarterly basis.

“When viewed by region, the data is generally consistent with macroeconomic trends across the globe. Business Aviation continues its strong rebound in the U.S., with six percent year-over-year growth and seven percent quarter-over-quarter growth,” noted Neil Book, President/CEO, JSSI. “Although European flight hours were down from the third quarter, flight activity for our European-based clients is still up 12 percent over Q4 2012.”

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

125

Jetnet April_Layout 1 17/03/2014 16:58 Page 1

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MarketIndicators Apr14_Layout 1 18/03/2014 16:29 Page 2

Market Indicators

2

year-over-year increase of 1.8%. The results by operational category continue to show strong growth for the Part 135 segment (up 8.0%). Meantime, the Part 91 and fractional markets recorded slight decreases, down -1.1% and -1.6% respectively.

Flight activity by aircraft category looks to be following the same trend with large cabin activity posting a 9.7% increase from January 2013. (Note: large cabin flight activity posted gains in all three operational categories.)

Mid-size and small cabin aircraft finished the period up 3.7% and 6.1% respectively, while the turboprop industry posted a year-overyear decrease of -6.0%.

The largest growth for an individual segment occurred in the small cabin fractional market (+24.7%). TRAQPak analysts were projecting a 1.5% rise in overall flight activity in February 2014.

MI www.argus.aero

Unusual BizAv Activity

JANUARY 2014 Vs DECEMBER 2013

JANUARY 2014 Vs JANUARY 2013

Avionics Sales Soar The Aircraft Electronics Association's (AEA) narrowed the dollar amount reported by the participating manufacturers in its Avionics Market Report to only include General and Business Aviation markets, revealing year-end total worldwide General and Business Aviation avionics sales amounted to more than $2.4 billion, which compares to an adjusted amount of more than $2.2 billion for 2012 year-end total sales.

Although the total year-end sales indicate a nine percent increase, when comparing total sales reported by the same participating companies in 2012 and 2013, the report shows sales growth of 6.9 percent.

Of the more than $2.4 billion in total sales reported for 2013, more than $1.3 billion, came from forward-fit sales (54 percent of total sales) while retrofit sales amounted to more than $1.1 billion.

MI www.aea.net

www.AvBuyer.com

Time and again, Business Aviation has proven to be a vital tool when normality turns into chaos.

With the Ukrainian crisis building, Avinode took a look at Ukrainian Business Aviation travel patterns during the entire period to see if it could identify any unusual behavior...

When president Putin positioned additional troops in the Crimean peninsula Avinode expected to see non-native Russians trying to exit Crimea to safer ground, and expats leaving the country. At the time of writing, this does not seem to have happened. In fact, it appears that Business Aviation activity was running as usual. During 2013 there were approximately fifty-one Business Aviation departures out of Ukraine each day, on average. So far in 2014 the average number of daily departures has been around forty-one.

While for the most part the crisis hasn’t resulted in abnormal traffic patterns, Avinode did detect one instance of unusual behaviour: Ten days prior to the Russian Invasion of Crimea, on February 19, Eurocontrol recorded 70 departures, followed by 137 on February 20. This tapered off on February 21-22 (77 departures each day). These four days saw significantly higher activity than the average.

The absolute majority of these flights were performed by flights leaving Kiev for Donetsk. Why is Kiev to Donetsk so interesting? Well, Donetsk was, and is the home territory of former Ukrainian President Yanukovych, his family and many of his closest ministers and associates. Without knowing who was on each specific flight it is safe to assume that more people than Yanukovych have been feeling the heat in Kiev…

MI www.avinode.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

▼

Reviewing ARGUS TRAQPak month-overmonth flight activity data, January 2014 flights decreased slightly from December 2013 to finish the period down -0.5% overall.

Part 135 and fractional flight activity posted month-over-month decreases of -2.0% and -6.7% respectively. The Part 91 market, meanwhile, posted an increase of 2.1% over December 2013.

Aircraft category results were mixed for the second month in a row with turboprops posting the largest decrease, down -1.9% from December. Mid-size cabin aircraft also posted a decline for the month, down -1.0%.

Small and large cabin aircraft posted monthly gains of 0.4% and 1.7% respectively.

The largest month-over-month increase was a 4.7% rise in the Part 91 large cabin segment.

Reviewing flight activity year-over-year (January 2014 vs. January 2013); TRAQPak data indicates that January 2014 posted a

Advertising Enquiries see Page 8

PHOTO: ZOE LAWRENCE

BizAv Activity – US & Canada

127

2 Innotech April_Layout 1 19/03/2014 16:42 Page 1

Please contact: Andrew Pearce - UK Call: +44 (0) 7557 237 730 Email: Andrew.pearce@innotech-execaire.com Harald Maron - Toronto Call: +01 (905) 673 0800 Email: harald.maron@innotech-execaire.com Ken Moon - Vancouver Call: +01 (905) 604-273-8686 Email: ken.moon@innotech-execaire.com

1986 Citation III S/N 650-0104 Motivated to sell. This aircraft has approximately 7,850 hours Total Time, the engines have approximately 300 hours since CZI and are enrolled on a MSP engine service plan. The 8 place interior is configured with a 2 place forward divan, 4 place club and 2 aft forward facing seats. A 10” monitor is installed in the forward cabin.

The avionics include dual Universal 1K FMS, TCAS II, TAWS and 406 ELT. Any reasonable offers are considered

CL 601-3A/ER S/N 5069 Innotech-Execaire is pleased to offer this 10 passenger Challenger 601-3A/ER for sale. The aircraft interior was refurbished in 2010 and includes a 4 place belted divan with a forward lav and aft galley.

The aircraft currently has 7,522 hours and 4,751 cycles

Gulfstream IVSP

D L SO

Late model Gulfstream IVSP with 13 passenger interior offering excellent comfort and amenities.

• Part 135 – US registered aircraft • Engine Mid Life completed March 2010 • MSG-3 Maintenance Schedule and on CAMP • 150 APU upgrade on MSP Gold • EGPWS with RAAS • Forward and Aft Lavatories • Cabin WIFI, I-Pod station & VOIP • Excellently appointed AFT Galley

www.execairejetsales.com

MarketIndicators Apr14_Layout 1 18/03/2014 16:30 Page 3

Market Indicators

3

In-Service Aircraft Technical Condition Maintenance status for the 74 fixed-wing models and 1,456 aircraft listed ‘For Sale’ researched on January 31 evidenced the following overall market changes since our previous analysis‌ Maintenance Condition (ATC Score): a slight improvement in the Technical Condition of assets listed ‘For Sale’ was evidenced, with the ATC Score rising 8.4 AI2 basis points – continuing to climb above the MidTime/Mid-Life 5.000 level – on the ATC Score scale of -5 to 10.

Financial Condition (ATFC Score): remained virtually constant, improving by 0.2 AI2 basis points and remaining above the Mid-Time/Mid-Life 5.000 level, at 5.044, on the zero to 10 ATFC Score scale.

Financial Exposure (ATFE Value): accrued/future maintenance expense improved by over $23k, falling to just below $1.27 Million.

With an improvement in the average Maintenance Condition (ATC Score) and maintenance Financial Exposure (ATFE Value) – and no real change in Financial Condition (ATFC Score), asset quality continues to be good.

MAINTENANCE EXPOSURE VS. ETP RATIO Spread in the ratio of maintenance Financial Exposure to aircraft Ask Price (ETP Ratio) narrowed, while the weighted average for aircraft tracked by Asset Insight increased to 41.7% from last month’s 41.3%. This increase, albeit minor, is worth noting, as we consider

Helicopter Demand Steady

anything over 40% to be an excessive ATFE Value in relation to the aircraft Ask Price, and the ETP Ratio has been steadily increasing since September, negatively impacting “value� (asset quality compared to ask price). Of the models we track, 27% of the aircraft listed for sale (versus last month’s 23%) generated an ETP Ratio of 40% or more.

Asset quality during the past few months has been consistently good, with January’s figures the best we have seen since September. Average ask prices have dropped a bit during the past 60 days but, compared to valuation swings the industry has experienced in recent times, prices have remained relatively stable since last August. We do not believe average trading prices for older equipment will make any meaningful recovery, but are also unlikely to decrease much further.

Buyers seeking younger equipment are probably in a good position relative to price, but that is unlikely to be the case for much longer.

If you are serious about acquiring an aircraft, it is our belief that now would be a good time to act. And, whether you are considering the acquisition of a “disposable aircraft� or a newer model, keep in mind that the major influencer of that asset’s value should be its maintenance condition. You may not like the color of the paint or the interior, but it costs a lot less to repaint or refurbish the aircraft than to overhaul a couple of engines.

MI www.assetinsightinc.com

!

"

!

# "

Advertising Enquiries see Page 8

MI www.honeywell.com â–

In its 16th annual Turbine-Powered Civil Helicopter Purchase Outlook, Honeywell expects that 4,800–5,500 civilian-use helicopters will be delivered during 2014–2018. Overall demand remains steady (versus the 2013 five-year forecast), with large fleet operator requirements offsetting a moderate softening in new helicopter purchase plans reported in the 2014 survey.

Latin America continues to lead all regions in new purchase rates, with up to 32 percent of respondent fleets slated for turnover with a new helicopter replacement or addition. The five-year share of demand from the U.S. and Canada is 26 percent, and Europe’s share closely follows with 23 percent.

The Asia-Oceania region accounts for 19 percent.

Light single-engine helicopters continue to be the most popular product class among respondents’ purchase plans, followed by Intermediate/medium twin-engine helicopters.

Over the forecast period, twenty percent of operators in North America plan usage increases (only 7 percent plan decreases); 22 percent of operators in Europe plan increases (6 percent plan decreases); 36 percent of Latin American operators plan increases (4 percent plan decreases); 23 percent of Middle East and African operators plan increases (11 percent plan decreases); and 29 percent of operators in Asia plan increases (6 percent plan decreases).

www.AvBuyer.com

Next month Aircraft Comparative Analysis: Falcon 900EX/EASy WORLD AIRCRAFT SALES MAGAZINE – April 2014

129

Aviatrade April 17/03/2014 17:07 Page 1

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Contact: Philip Rushton, President, 1-908-696-1174 Office, 1-908-578-8080 Mobile, 1-908-696-1175 Fax

Aviatrade April 17/03/2014 17:08 Page 2

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Cessna Citation Ultras AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System

Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior

EXTERIOR Recently completed Permaguard sealed Exterior MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Northern Jet Lear 40XR March 18/03/2014 14:28 Page 1

S H O W C A S E

2008 Learjet 40XR • Extended Range Fuel Serial Number: Registration: Airframe TT: Landings:

40-2100 N959RP 3,030 2,456

• Smart Parts Airframe Factory Warranty Smart Parts Engines Left Engine 3,043 / Right Engine 3,035 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter

• Cockpit Voice Recorder • Radio Altimeter • XM Satellite Weather Exterior Overall Matterhorn White with Blue and Yellow Stripes Interior Fire-blocked Six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. Two Left and one Right executive tables with Imbuia gloss inlays in the center club. Seating is finished in Almond Crunch leather with Surfside lower sidewalls and finished Imbuia wood gloss laminate Optional Equipment • Freon Air Conditioner • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable • Airshow Cabin Audio/Video System • XM Satellite Radio • Extended Range Fuel Aircraft management Services Available

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net WORLD AIRCRAFT SALES MAGAZINE – April 2014

133

Northern Jet Citation Bravo March 18/03/2014 09:33 Page 1

S H O W C A S E

2006 Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550-1134 N412BT 4820 3870

Engines Left Engine 606 SOH @ P&W Right Engine 606 SOH @ P&W Phase 1 - 5 completed January 2014 Avionics • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • ADF • Dual RMI • Dual Mode S Transponders • Dual DME • Universal UNS1 L FMS • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter • Cockpit Voice Recorder • N1 Computer Indicator • Radio Altimeter

Exterior Overall Snow White with Black Metallic, Silver Plat Met, and Coral Red Pearl stripes Interior executive interior in a center club configuration with an aft belted seat for an eighth passenger.

Left and Right executive tables with Sienna leather inlays in the center club. Seating is finished in Willow leather with Mink lower sidewalls, and finished Topaz Kayawood gloss laminate Optional Equipment • Freon Air Conditioner • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable Aircraft management Services Available

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

134

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net Aircraft Index see Page 4

Northern Jet Lear45XR March 18/03/2014 09:38 Page 1

S H O W C A S E

2009 Learjet 45XR Airframe TT: Landings:

2075 1622

Northern Air Inc is pleased to offer this 2006 Lear 45XR to the marketplace for immediate sale • MSP and Smart Parts Engines Left Engine 1872 Right Engine 1872 Avionics • Second Universal UNS-1E FMS • Enhanced Mode S Transponders • Dual KHF-1050 Communication with SELCAL • Steep Approach Capability • Second Automatic Direction Finder (ADF) • Cockpit Voice Recorder • Digital Flight Data Recorder • Electronic Flight Bag (EFB)

Exterior Off White with Sandalwood Tan Stripes Interior Eight passenger seats in a double club configuration with a belted lav seat certified for takeoff and landing. Interior is finished in tan tones and satin nickel plating.

Optional Equipment • Concorde Batteries-38 Ampere-Hour (Exchange) • Tail Illumination Package • Exterior Lighting Package • Lighted Control Wheel Chart Holders • Pulsating Recognition Lights • Aircraft Locking Package • Foreign Certification

Entertainment • Airshow 410 • Forward monitors • DVD system • Cabin audio • XM Radio

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net WORLD AIRCRAFT SALES MAGAZINE – April 2014

135

AeroSmith Penny Gulfstream IVSP April 18/03/2014 09:44 Page 1

S H O W C A S E

1999 Gulfstream IVSP Serial Number: Registration: Airframe TT: Landings:

1337 N52MK 4561 2602

Airframe & Engines Rolls-Royce Tay 611-8 Engines: Mid-Life Inspection C/W at Rolls-Royce Canada: 17/Sep/2007 L/H Engine S/N: 16795 Mid-life done at 3061 TT 1865 Cycles Enrolled JSSI at Mid Life R/H Engine S/N: 16796 Mid-life done at 3061 TT 1865 cycles Enrolled JSSI at Mid Life Honeywell GTCP 36-100 (G) APU S/N: P-741, on JSSI Avionics HAAP and Corporate Jet Support Maintenance Programs Standard Honeywell SPZ 8400 Cockpit Package w/NZ 2000 Navs Triple Honeywell HG1075 Inertial Reference Units Dual Honeywell FMS and Single Lasertrak Nav Display Collins Nav/Comm Package with Three Comm’s, w/Dual Collins RTU’s Collins TDR 94 Transponders with Eight Parameter Enhanced Surveillance SAT AFIS Equipped with Printer Magnastar & Honeywell SATCOM 6000, One Cockpit and Three Cabin Handsets G-Monitor Computer Heads-up Checklist Flight Data Recorder 2 Hour Voice Recorder

Features & Equipement Airshow Genesis Moving Map/Info Four External Video Cameras Dual Hi-Def/Blue Ray DVD Players Audio System with iPod Dock and Remote Control Game Port Connections and LAN Connections Throughout Eight Rosen Video Monitors; VCR/DVD/Camera/Game and Airshow Available Six Club Seat Rosen Monitors Updated to 6500 Series in March 2007 Interior The 13 passenger executive interior was designed for functionality and flexibility with three separate seating areas making it ideal for entertaining or conducting business. The aircraft is configured with a forward crew lav as well as an aft passenger lavatory. The forward cabin contains four single seats in a double-club configuration with two pull out writing tables and four 5.6 inch video monitors.

Exterior Matterhorn White base with Super Jet Black underside, Coral, Cashmere and Gray striping.

New April 2012 Maintenance 72 Month inspection done 2010

AeroSmith Penny II LLC 8031 Airport Blvd., Suite 224, Houston, TX 77061

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Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 4

Aerosmith Penny Hawker 800XP February 18/03/2014 09:46 Page 1

S H O W C A S E

1996 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:

258289 N881AF 10,001.6 6291

• Aviation Partners Winglets • Interior new 2012 standard eight place • Exterior, 2012 Overall White Blue and white with blue stripes • MSP Airframe & Engines TFE731-5BR ENROLLED IN HONEYWELL MSP APU GTCP35-150W 4513 APU HRS 6048 APUS Avionics FMS: DUAL HONEYWELL NZ2000’S RADIO SYSTEM: HONEYWELL PRIMUS II INTEGRATED COMMS: DUAL HONEYWELL RCZ-851w/8.33spacing NAVS: DUAL HONEYWELL RNZ-850 RMS: DUAL HONEYWELL RM-850 TRANSPONDER: DUAL HONEYWELL RCZ-833k HF: DUAL BENDIX/KING KHF-950 R/ALT: HONEYWELL RT-300 AHRS: DUAL AHZ-600 RADAR: HONEYWELL PRIMUS 870 ADC: DUAL HONEYWELL AZ-810

AFCS: DUAL HONEYWELL DFZ-800 EFB: SINGLE FG7000 Adv. Data Research TCAS: HONEYWELL ACSS TCAS II W/CH.7 CVR: UNIVERSAL CVR-30B EGPWS: ALLIED SIGNAL Extras AVIATION PARTNERS WINGLETS CAMP MAINTENANCE PROGRAM DUAL HONEYWELL PRIMUS II SRZ-850 DATA LOADER LSZ-850 LIGHTNING SENSOR ARTEX C406-1 ELT HONEYWELL N1 DEECS Interior New 2012 STANDARD EIGHT PLACE INTERIOR Exterior 2012 Overall White Blue and white with blue stripes

AeroSmith Penny II LLC 8031 Airport Blvd., Suite 224, Houston, TX 77061

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com WORLD AIRCRAFT SALES MAGAZINE – April 2014

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Sun Jet International Citation II April 19/03/2014 16:37 Page 1

S H O W C A S E

Cessna Citation II Serial Number: Registration: Airframe TT: Landings: Engines JT15D-4 Engine 1: 8,223.3 Total Time.

2,016.7 HRS SOH 210.7 HRS SHI

550-0098 N211JS 9,067 1308

Engine 2: 8,972.9 Total Time.

2,696.7 HRS SOH 901.7 HRS SHI

Avionics ADF: Dual Honeywell DF-850 Autopilot: Honeywell SPZ-500 IFCS W/AP switching COMMs: Dual Honeywell Primus II DME: Dual Honeywell FMS: Universal UNS-1K w/GPS Radar Alt: Sperry RT-300 TAWS: Sandel Transponder: Dual Honeywell Mode S AHRS: Dual Collins AHC-300 CVR: Fairchild CVR EFIS: Honeywell EDZ-805 5-tube NAVS: Dual Honeywell Primus II Stormscope: Honeywell LSZ-850 TCAD: Ryan WX Radar: Honeywell Primus 800 color w/checklist

Additional Citation V Avionics Package!!!

Single Pilot IFR Keith Freon Air Conditioning Rosen Visors Rear Baggage Compartment Interior 1999 Interior consisting of a 7 passenger, Beige leather seating, mid-cabin club configuration.

GREAT CONDITION! Exterior 1999 Paint, Overall White with light blue & Gold and Metallic. ALWAYS HANGARED!

Sun Jet International Inc 1770 SkyPlace Blvd, San Antonio, TX 78216

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Eugenio Gonzalez Tel: +1 (210)667-8180, +1 210.805.3141 E-mail: info@sunjetinternational.com www.sunjetinternational.com Aircraft Index see Page 4

Sun Jet International Citation III April 19/03/2014 16:40 Page 1

S H O W C A S E

1985 Cessna Citation III Serial Number: Registration: Airframe TT:

650-0099 XA-AEB 10,447

Engines TFE731-3C-100S Engine 1: Engine 2: 10,196 Total Time 10,196 Total Time 3,449 HRS SOH 3,449 HRS SOH Avionics ADF: Collins ADF-60A Autopilot: Sperry PSZ-650 COMMs: Dual Collins VHF-22A CVR: Fairchild GA100 EFIS: Sperry ED-600 2-tube Flight Phone: MaganStar C-2000 NAV: Dual Collins VIR-32 RMI: Collins RMI-30 TCAS: AlliedSignal CAS-67A w/Change 7 Weather Radar: Honeywell Primus 800 w/WA 800 Antenna & WI-800 Indicator AFIS: AFIS Compass: Sperry C-14D DME: Collins DME-42 Flight Director: Sperry ED-600 2-Tube FMS: Dual Global GNS-XLS w/GPS Radar Alt: Collins ALT-50A TAWS: Sandel ST3400 Class B Transponder: Dual Bendiz/King MST-67A

Additional Rohr Thrust Reversers Tailcone Baggage Mod Wemac Cooling DC Flap Mod Gross Weight Increase Mod Zero Fuel Weight Mod Large Oxygen System Interior 2011 Interior Consisting of a 7 Passenger Executive configuration. Airshow with LCD Monitors and Aft. Potty Exterior 2001 Paint by Duncan Aviation. Matternhorn White w/Stripes re-designed in 2011

Sun Jet International Inc 1770 SkyPlace Blvd, San Antonio, TX 78216

Advertising Enquiries see Page 8

www.AvBuyer.com

Eugenio Gonzalez Tel: +1 (210)667-8180, +1 210.805.3141 E-mail: info@sunjetinternational.com www.sunjetinternational.com WORLD AIRCRAFT SALES MAGAZINE – April 2014

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Albinati Global Express April 18/03/2014 09:50 Page 1

S H O W C A S E

Asking price: USD19,750,000

2005 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:

9145 HB-JEX 3741 1308

• Aircraft scheduled maintenance performed by Innotech Aviation Montreal and Jet Aviation Geneva and Basel branches • 4C inspection performed at Jet Aviation Basel in July 2010 • 8C inspection due in July 2015 • No damage history Engines (under RR Corporate Care) Rolls Royce Deutschland BR 700-710A2-20 • LH: S/N 12405 - 3659 TSN, 1265 CSN • RH: S/N 12406 - 3741 TSN, 1308 CSN APU (under JSSI) Honeywell RE 220 (GX) S/N P-264 Time: 2845 TSN / 3405 CSN Avionics • Communications Triple Honeywell RCZ 833E • Navigation Dual Honeywell RNZ 851 • ADF Dual Honeywell P2000XP • RMU Dual Honeywell RM 855 • Transponder Dual Honeywell P2000XP, Mode S • Radar Honeywell WU 880 • IRS Triple Honeywell Laser Ref III • HF Dual Collins HF 9031A with Selcal • GPS Dual Honeywell HG2021 & GNSSU • FDR Honeywell SS FDR QAR • CVR Honeywell SS CVR • Triple Honeywell Flight System Management W/CD 820 CDU

Special Features • Aircraft under CAMP maintenance tracking service • Aircraft under Bombardier Smart Parts Plus coverage • Cabin Altitude Reduction for Passenger Comfort (4’500 Feet) • Honeywell RT 950 TCAS II, Version 7.0 • Honeywell Mark V Enhanced GPWS • Honeywell MCS 7000 SATCOM (6 Channel)/2 Channel Iridium • RVSM, 8.33 MHz Spacing and FM Immunity Certified • Heads Up Display (HUD), EVS, RAAS • BATCH 3, WAAS (SBAS-LPV), FANS 1/A performed in December 2013 • Artex ELT 110-406 Emergency Locator Beacon • Teledyne Datalink System Interior (refurbished in February 2011) • Twelve passenger configuration and a threeplace divan 9G certified in beige leather and brown nubuck • Forward lavatory and crew rest area • Fully equipped galley and annex • Aft private lavatory, storage closet and baggage compartment • Cabin entertainment system with flat screen video monitors, satellite TV for Europe and USA, WLAN Internet, DVD and an airshow • Electric window shades • EMTEQ system lighting retrofit • AIMS soundproofing system Exterior White top, light beige bottom with gold accent stripes

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND

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Stefano Albinati Tel: +41 (0) 22 306 1060 E-mail: info@albinati.aero Web: www.albinati.aero Aircraft Index see Page 4

Aero-Dienst April_Heeren Cit Ultra sep 19/03/2014 11:31 Page 1

S H O W C A S E

Reduced Price: US $14,950,000

2009 Challenger 300 Serial Number: Airframe TT: Landings:

20272 841 617

2010 in Service - Double Club Cabin for 8 Passengers - Lufthansa NICEview Cabin System - Inmarsat and Iridium SATCOM - DeLuxe Galley - Collins ProLine 21 - EASA OPS 1 Equipped RVSM - MNPS - RNP 5 / RNP 1 / RNP 0.3 Fresh 48 Months LUMP Inspection 12/2013 38,850 lbs MTOW - No Damage History Engines 2 Honeywell AS907-1-1A (MSP) L/H: S/N P118687 R/H: S/N P118686 TSN: 841 hrs TSN: 841 hrs CSN: 617 CSN: 617 APU Honeywell GTCP-36-150(BD) (On MSP) Avionics and Other Features Collins Integrated Digital ProLine 21 Avionics Suite with Collins Automatic Flight Control System 4 Collins CDU 3 Collins VHF-4000 Comm w/8.33 kHz Spacing 2 Collins HF-9031A with SELCAL 1 ICS-200 Iridium Satcom 1 Collins Inmarsat Satcom-5000 ACARS Data Link w/ Graphical Weather Maps 2 Collins NAV-4000 Nav 2 Collins DME-4000 DME 2 Collins NAV-4000 ADF 2 Collins TDR-94D Mode S w/Enh. Surveillance 2 Collins FMC-5000 FMS with V-Speed

Additional Equipment Lighted Chart Holders Enhanced Baggage Compartment 16G Seat in Lavatory Certified for Take Off and Landing Lufthansa NICEview Cabin System Airshow 410 Cabin Entertainment with DVD/CD Player and Two 18” Monitors Deluxe Galley with Espresso Machine Forward Partition with Sliding Door Floor Accent Light Over Water Flight Kit Cockpit Writing Tables Dual LED Navigation Lights Pulsating Main Landing Lights Door Lock Package Cabin The cabin has a luxury layout for eight passengers consisting of dual club four individual passenger seats arrangement with three bi-fold retractable and one plug-in executive tables. The aft lavatory is fitted with a warm/cold water dispenser, lighted mirror, storage drawers and a belted 16G seat certified for take off and landing.

Seats are upholstered in grey leather, ceiling and side wall are of light grey, armledges, tables galley, cabinetries, forward and aft cabin partition are of high gloss carbon fiber. DeLuxe Galley comprises a microwave oven, two hot liquid containers, an ice drawer with overboard drain, and ample drawer storage for crystal and china.

Interior in excellent condition Exterior Painted allover white with one warm red stripe from nose to tail. Excellent condition

Aero-Dienst GmbH & Co. KG,

Advertising Enquiries see Page 8

Flughafenstrasse 100 90411 Nuernberg Germany

Tel: +49-911-9356-120 Mobile: +49-171-4950309 E-mail: armin.hoehnemann@aero-dienst.de www.aero-dienst.de

www.AvBuyer.com

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Aviation Advisors March 18/03/2014 09:52 Page 1

S H O W C A S E

2004 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5033 VP-BNR 1660 847

• One owner since new • One of a kind designer interior in like new condition • Enhanced Navigation Upgrade & TCAS 7.1 • RVSM/RNP-1, 4, 5 & 10. MNPS. CPDLC. ADS-C • Securaplane 450 Security System • Airshow 4000 System • Four 5.6” Monitors, one 12” and one 20.0” Monitor • Single 5-Disc Audio CD Player / Controller • Two Multi-Region DVD Players • Miltope Cockpit Printer & Cabin Laser Printer • SATCOM and Ethernet: - Wireless LAN - One (1) Honeywell MCS-7000+ Satcom System - One (1) Honeywell AIRSAT 1 Satcom System - One (1) MagnaStar C2000 Radiotelephone (Functions also as a PBX connecting all handsets to each other and to the Honeywell MCS-7000 INMARSAT System.

• JSSI “Platinum” (pro-rated)

Engines RR BR-710 Engines: 1660 hrs (as of January 23, 2014) Enrolled in JSSI Platinum Honeywell RE220 (G550) APU: 2053 Hours Avionics Certification “Foxtrot” basic completed August 2011, Navigation upgrade “Enhanced” c/w June 2013 (ASC 84B & ASC 96), Runway Awareness Advisory System (RAAS), Four (4) Honeywell DU-1310 Flat Panel Display Units, Two (2) Honeywell DC-884 Display Controllers, One (1) Honeywell DP-884 Display Brightness Panel, One (1) Honeywell/Kollsman Visual Guidance System (VGS), Three (3) Honeywell MAU-913 Modular Avionics Units, One (1) Honeywell GP-500 Flight Guidance Panel, Three (3) Honeywell MC-850 Multifunction Control Display Units, Three (3) Honeywell AZ-200 Air Data Modules, One (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna, Two (2) Honeywell WC-884 Weather Radar Controllers, Three (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units, Two (2) Honeywell MRC-855A Modular Radio Cabinets, Three (3) Honeywell AV-900 Audio Panels, One (1) Honeywell MT-860 Third Navigation /Communication Cabinet Two, (2) Honeywell RT-300 Radio Altimeters, One (1) L3 Cockpit Voice Recorder (CVR), One (1) Cockpit Voice Recorder (CVR) Control Panel, One (1) L3 Flight Data Recorder (FDR), Two (2) Davtron Digital

Aviation Advisors International Inc 8191 N. Tamiami Trail, Sarasota, Florida, 34243-2032

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Clocks, One (1) Goodrich EBDI-4000 Radio Magnetic Indicator (RMI), One (1) Goodrich Magnetometer, One (1) Goodrich GH-3100 Standby Attitude/Airspeed/Altitude Indicator, One (1) Honeywell RT-951 (TCAS 2000) 7.1 (ASC 103), Two (2) Mason Cursor Control Devices, One (1) Thales Satcom antenna, One (1) Honeywell LP-860 processor, One (1) Honeywell LU-860 controller, One (1) Honeywell AT-855 brick antenna, One (1) Honeywell LSZ-860 Lightning Sensor System (LSS) Interior 18 Passenger custom designer interior w/ fwd galley including convection oven & microwave.

Flight attendant seat. Fwd & aft vacuum lavatories. Fwd cabin: Six individual seats of which two are berthable. Mid-cabin: Four-place club arrangement. Aft-cabin: Two four-place divans.

Interior is in excellent like new condition Asking Price: Call!

Tel: +1 (941) 351-5400 Tel: +1 (210) 490 1883 - San Antonio office Email: bobd@aaisrq.com www.aviationadvisorsintl.com Aircraft Index see Page 4

Florida Jet Falcon 50 April 18/03/2014 09:54 Page 1

S H O W C A S E

1991 Falcon 50 Serial Number: Registration: Airframe TT: Landings:

223 N451CL 7,442 5,055

Engines TFE 731-3-1C ENGINES ENROLLED ON MSP Engine #1: Engine #2: Engine #3: S/N: P76811 S/N: P76812 S/N: P76810 TT: 7241 TT: 7221 TT: 7275 CSN: 4893 CSN: 4126 CSN: 4947 SHSI: 252 SHSI: 251 SHSI: 219 SMOH: 3115 SMOH: 3095 SMOH:3149 APU GARRETT GCTP 36-100A S/N P333 TT 2990 HOURS/1501 HOURS SHSI Avionics • DUAL COLLINS FLT DIR. • COLLINS APS 85 AUTOPILOT • DUAL COLLINS EFIS 86-C-14B SYSTEM • DUAL COLLINS VHF22 COM • DUAL COLLINS VIR 32 NAV • DUAL BENDIX MST-67A XPNDR • DUAL COLLINS ADF60 • DUAL COLLINS DME42 • DUAL UNIVERSAL UNS 1-F FMS • HONEYWELL AFIS SYSTEM • DUAL KING KHF950 HF COM • FREDRICKSON SELCAL • AIRCELL ST3100 FLITE FONE

Navigation Compliance RVSM, FM IMMUNITY, RNP5, 8.33 COM, MNPS & RNP10 Exterior PAINTED JANUARY, 2007 - DUNCAN AVIATION, SHOWS LIKE NEW Interior COMPLETED JANUARY, 2007 - DUNCAN AVIATION THIS ABSOLUTELY GORGEOUS AND METICULOUSLY MAINTAINED FALCON 50 HAS A DESIGNER INSPIRED INTERIOR IN EARTH TONE COLORS AND A CUSTOM PAINT SCHEME. CUSTOM FABRICS, SUPPLE BEIGE LEATHER UPHOLSTERED CHAIRS, AND MEDIUM HIGH GLOSS CABINETRY COMPLIMENT THE 9 PASSENGER EXECUTIVE INTERIOR WITH THE FOLLOWING FEATURES: • DUNCAN 50EX STYLE INTERIOR • AIRSHOW 410 PASSENGER INFORMATION SYSTEM • HONEYWELL CABIN ENTERTAINMENT SYSTEM • ONE 15” MONITOR • DVD PLAYER • HONEYWELL PRONTO CABIN ENTERTAINMENT REMOTE • AIRCELLAXXESS IRIDIUM PHONE SYSTEM W/2 HANDSETS • LED READING AND WASH LIGHTING SYSTEM • TIA MICROWAVE • TIA COFFEE MAKER • 9 PASSENGER CONFIGURATION INCLUDES 6 CHAIRS AND A 3 PLACE DIVAN • SIDE FACING JUMPSEAT • AFT LAV

Florida Jet 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406 Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com WORLD AIRCRAFT SALES MAGAZINE – April 2014

143

Carolina Jets April 18/03/2014 09:58 Page 1

S H O W C A S E

2009 Cessna Citation XLS+ Serial Number: Registration: Airframe TT: Landings:

560-6019 N193SB 2350 2094

Engines Engine Cycles Since New 1783 / 1783 APU Since New 496 Cessna Power Advantage+ Cessna ProParts Avionics Collins Pro Line 21 Avionics 4 Tube EFIS Dual Collis AHC-3000 AHRS Dual Collins ADC-3000 Air Data Computers Dual Collins CCP-3310 Cursor Control Panels Collins IFIS-5000 (Weather & Charts) Collins TTR-4000 TCAS II Dual Collins FMS-3000 Collins FMS Performance Database WAAS w/ FMS 4.0 Software & V Speeds Dual Collins GPS-4000S (12 Channel) Dual Collins RTU-4000 Radio Tuning Units Dual Collins NAV-4500 Navigation Receivers Dual Collins TDR-94D Mode S Transponders Collins DME-4000 Collins AALT-4000 Radio Altimeter XM Satellite Weather L3 Communications FA2100 CVR Dual FSU 5010 Mark V EGPWS w/RAAS Collins WXR-850 Turbulence Doppler Weather Radar Jeppesen Electronic Charts

Equipment Lead Acid Battery 77 Cu. Ft. Oxygen Bottle Four (4) 110VAC Cabin Outlets Two (2) 110VAC Cockpit Outlets Fwd LH Refreshment Center w/ Tambour Doors, Additional Soda Storage & Pull-out PolyStone Work Surface Aft Vanity & Baggage Smoke Detectors Monorail Sunvisors External Serviceable Lav 10.4" Video Monitor mounted in RH Fwd Cabinet 2 Executive Tables & 2 Slimline Tables w/Leather Inserts Airshow 4000 Plus w/ Rosen Flight View Moving Map System Removable Aft Belted LH Side Facing Seat Aft RH Magazine Rack Exterior Snow White with Platinum Metallic, Tibetan Gold Metallic & Ming Blue II Metallic Accent Stripes Interior Seating / Layout: 2+9 Center Club Configuration featuring Two Forward-Facing Aft Seats, a Forward Two-Place Divan located across from the entry way, and a Left-Hand, Side-Facing Seat (located across from the Potty) serves as the ninth seat. Materials / Colors: Seats are covered in island sand beige leather with matching carpet, headliner and window reveals; crew seats feature sheepskin covers; the cabinetry, side ledges and tables are finished in a high-gloss wood veneer; the aft divider is completed in mirror bronze (upper) and high gloss veneer (lower); all hardware is finished in satin champagne gold

Tel: +1 (0) 336.723.3461 Fax: +1 (0) 336.722.7585 Cell: +1 (0) 336.971.2134 Email: BRANDON@CAROLINAJET.NET WWW.CAROLINAJET.NET

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Aircraft Index see Page 4

Axiom Aviation March 18/03/2014 10:01 Page 1

S H O W C A S E

2010 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5294 VT-TMS 1218 445

• One owner since new • Low time, well maintained • BBML Hi Speed Internet • SAT TV • Custom Interior • Enhanced Nav • Synthetic Vision • Forward Galley • Forward Crew Comm Area • Forward Crew Lavatory Engines Rolls Royce BR 710C4-11 Enrolled on Rolls Royce Corporate Care Serial Numbers: LH: 15687 RH: 15676 Hours/Cycles: 1218/445 1218/445 APU Honeywell GRT RE 220 Enrolled on MSP Serial Number: P-627 Total Time Since New: 884 hours Avionics Honeywell PlaneView™ Avionics Suite with Certification Foxtrot including: Four (4) 13x10-inch LCD Electronic Display System Dual Autothrottle Triple Honeywell AV-900 Audio Panels Kollsman Enhanced Vision System II Triple Honeywell AZ-200 Air Data Modules Honeywell Primus 880 Color Weather Radar w/ Turbulence Detection

Dual Honeywell RT-300 Radio Altimeters Honeywell Enhanced Ground Proximity Warning System (EGPWS) -w/ Windshear Detection Honeywell MT-860 Third Nav/Comm Cabinet Triple Honeywell Navs with FM Immnunity Honeywell ADFs Triple Honeywell Epic Planeview Flight Management Systems (FMSs) Triple Honeywell LASEREF V Micro-Inertial Reference Systems (IRSs) L3 Radio Magnetic Indicator (RMI) L3 Standby Attitude/Altitude/Airspeed Indicator Dual Mason Cursor Control Devices Interior Vestibule: Forward full size RH galley with Microwave, Warming oven, Cooling compartment, Ice drawers, Aerolux Espresso/Coffee maker. LH Crew Communication Compartment with sidewall mounted phone and berthing capability. LH Crew Lavatory with fold down sink, 7” monitor Forward Cabin: Four place club seating with two fold out tables, master entertainment, lighting and heating controls at RH # 2 seat. Remote control storage, HDMI port, 7” monitor at each seat, RH and LH 20” LCD monitors on FWD bulkheads Mid-Cabin: Four place club seating with two fold out tables, 7” monitor at each seat Aft Cabin: RH Four place Divan, LH single seat with fold out table and 7” monitor, 20” LCD monitor on Aft LH Bulkhead Aft Lavatory: Full size lav, RH and LH storage closets, Bidet sprayer Options Cabin Customization. Recliner Type leg rests.

Manual/electric lumbar support

AXIOM AVIATION Inc. 26380 Curtiss Wright Parkway Suite 106 Richmond Heights, Ohio 44143

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 216-269-3631 Email: Ron@AxiomAV.com www.axiomav.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

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CAI TBM 850 April 19/03/2014 14:45 Page 1

S H O W C A S E

2008 TBM 850 Serial Number: Airframe TT:

435 670

• Only One Owner and 670 Hours Since New • Garmin G-1000 Flight Deck • RVSM Equipped • Garmin GDL-69A data-link XM/WX weather • On new Socata Maintenance Program Engines PRATT & WHITNEY PT6A-66D (3000 HOUR TBO) Propeller Model HARTZELL 4-Bladed Avionics • 2 GMA 1347C Dual digital audio controller with integrated marker beacon receiver, intercom and public address capability on outer side for pilot and co-pilot side • 1 Sennheiser HMEC25 noise attenuating headset with ship-power connection • 2 GDU 1040A, 10'' PFD display with three axis flight dynamics, air speed, altitude, vertical speed, HSI w/ perspective modes, turn, bank side slip, NAV/COM frequencies indication and AP annunciation • 1 GDU 1500 15'' multi-function display with engine (w/ optimum TRQ setting display), pressurization, electrical, fuel, flaps and trims indication, Crew Alerting System (CAS), checklist, aircraft synoptic and super large navigation mapping system • 2 GIA 63W Nav/Com/ILS/WAAS GPS

• 2 GEA 71 Engine and airframe interface unit • 2 GRS 77 Attitude and Heading Reference System (AHRS) Advanced Position and Traffic Awareness Package • RVSM data package • GTX 33 Mode S transponder (#2) • KRA 405 B Radar Altimeter displayed on GDU 1040As • TAWS-B, class B TAWS worldwide database • KTA 810 Traffic Advisory System (TAS) • KN 63 DME displayed on GDU 1040As • Electric pitch and rudder trims on co-pilot control wheel • Co-pilot side map light and approach plate holder Onboard Weather Package • WX 500 Storm-scope displayed on G1000 displays • GWX 68 digital four color weather radar - 10'' antenna Deluxe Leather Package • 6 genuine leather seats with adjustable backrests and folding armrests • Genuine leather upper side panels • Satin-brass trimming of individual fresh-air vents and reading light ring Miscellaneous • GDL 69 A data-link XM/WX weather information and XM audio infotainment (US Coverage Only) • Chart view option for GDUs • Pulse light anti-collision system

J.P. Hanley Corporate AirSearch Int'l Inc. Palm Beach, South Florida

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Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 4

Mente 2009 Gulfstream G200 & Sikorsky S-76C+ March 19/03/2014 08:48 Page 1

S H O W C A S E

2004 Sikorsky S-76C+

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

5P Bifilar Pulselight system Forward bulkhead sliding windows Eaton Engine Chip Detector System Maintenance Main Rotor Spindles aircraft TT:5000 Float bottles expire June 2014 12 Month due March 2014 Interior New interior installed 3/25/10 by Cabin Crafters CRS#C7QR807N So. Hackensack NJ 07606 Executive eight-passenger interior tastefully completed Exterior Aircraft repainted March 2010 by KD Aviation/Reese Aircraft, with Jet Glo Matterhorn White 00150, Aristo Blue 00412

760551 N808MM 4729.6 8567

Engines Arriel 2S1 Power by The Hour Left: S/N 20681 Hours 4384.3 Cycles 5178.4 TSO 997.9 Right: S/N 20652 Hours 4238.3 Cycles 4963.3 TSO 997.4 Avionics Honeywell ED-800 EFIS displays Collins VHF-22A receiver/transmitter LCR-92S AHRS Collins VIR-32A VOR receiver Collins ALT-55 Rad Alt. Collins DME-42 SPZ-7600 series DFCS Primus 880 Digital weather radar DB Systems 352 audio panels UNS-1FW Flight Management system

Additional Features Tail rotor pedal lube kit Baggage liner kit Boarding steps Honeywell MK XXII EGPWS Static inverter load shed C-4 Environmental System Overhead Lateral Absorber Emergency floats Keystone Door pin kit Aircell ST 3100 Satellite Phone Structural Enhancement kit 76070-20564-011 Garmin 496 Two Garmin 696 GPS with mounts GMX 200 MFD CVR 30A Cockpit voice recorder

2009 Gulfstream G200

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

Interior Well appointed, nine (9) passenger interior features forward four place club seating and aft three(3) place divan opposite two (2) place club. Upon entering this beautiful aircraft, you notice the well-appointed forward galley, including TIA Wavejet Microwave, two (2) hot liquid dispensers, wine storage, large serving area, and generous ice drawer and trash receptacle. The medium toned, high gloss, wood veneers are accentuated by mushroom leather seating and a brown fabric divan. The intricately woven, 100% wool carpet shows little wear and compliments the interior perfectly. Passenger will be entertained with an Airshow 410 system as well as forward and aft 17” LCD monitors and a multi-region dual DVD player Exterior Overall, White with Zephyr Orange and Black Accent Stripes

230 N331BN 1821.4 1060

Engines ESP GOLD P&W306A Engine 1: PCE-DF0103 1821.4 SNEW Engine 2: PCE-DF0104 1821.4 SNEW Auxiliary Power Unit HONEYWELL 36-150IAI SN: P-339 982 Total Time 1187 Total Cycles Avionics 5 Tube EDS / COLLINS PROLINE 4 2 COLLINS VHF-422D COMMS 2 COLLINS VIR-432 NAVS 1 COLLINS ADF-4500 ADF

2 COLLINS DME-4000 DME 2 TDR-94D MODE S W/ FLT ID TDR 1 COLLINS TWR-850 RADAR 2 COLLINS FMC-6000 FMS 2 COLLINS GPS-4000A GPS 1 HNYWL KTR-653 W/SELCAL HF COLLINS TTR-4000 W/CHG 7 TCAS HNYWL DMU-AFIS AFIS ICG IRIDIUM ICS-200 SAT/COM ARTEX 406 W/NAV INTERFACE ELT HNYWL MARK V W/ WS & RAAS EGPWS UNIVERSAL CVR -120 CVR COLLINS FCC-4005 CAT II AUTOPILOT Special Features IN SERVICE 12/22/2009. RNP-5/-10 / MNPS RVSM/8.33/FM IMMUNITY. EMERGENCY LIGHTING AIRCELL AXXESS II. ATG 4000

Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 214 351 9595 www.mentegroup.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

147

APRIL 15, 16, 17, 2014

BUSINESS AVIATION ON FULL DISPLAY IN SHANGHAI — MAKE PLANS TO BE THERE

WWW.ABACE.AERO

P149-153 20/03/2014 14:40 Page 2

Marketplace Hawker 800A

Tel: +1 703-917-9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$1,950,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5875

MSP GOLD for engines. API winglets for added range and performance. 2011 paint. 2013 48 month inspection.

Global AFIS. Aircell Iridium satphone. Dual GPS. Digital FDR. HF. TCAS 2000 8 passenger interior with DVD/CD/Airshow system with dual monitors

Location: USA

Hawker 800XPi

Tel: +1 703-917-9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$3,950,000 USD

Year:

2005

S/N:

258723

Reg:

M-YCEF

TTAF:

4,219

Hawker 850 performance for 8 passengers in a turn-key package. HBC Winglets. Dual File-servers. 2012 paint and interior. MSP for engines and APU. Fresh 8 year/48 month inspections at Duncan Aviation. Fresh Engine Core Overhauls. No Excuses, no projects. Make an offer soon.

Reduced to $3,950,000 USD

Location: USA

Cessna Citation X

Sapphire International Price:

Please Call

Year:

2002

S/N:

750-185

Reg:

N750DD

TTAF:

2832

Tel: +1 (561) 753 5353 Email: ramsesparziale@gmail.com

Honeywell Primus 2000 Avionics, CAMP Systems, All SBs and ADs up to date on ProParts .Engines:Left /Right Description: Rolls-Royce AE3007C1/Rolls-Royce AE3007C1,Engine Program:Corporate Care,Total Time Since New: 2832 Hours,Total Cycles Since New: 1885 Cycles ,Engine Program, Corporate Care, 8 Passenger interior plus Belted Lav. Leather seats Reduced Price!

Location: USA, FL

McDonnell Douglas MD-87

Premier Avia Price:

Please Call

Year:

1987

S/N:

49412

Reg:

P4-AIR

TTAF:

45683

Location: Switzerland

Bombardier Challenger 300

Evgeny Tikhomirov Price:

$15,000,000

Year:

2008

S/N:

20227

Reg:

OE-HAB

TTAF:

2000

Location: Austria

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +7 985 762 9787 Email: a.kondratyev@premieravia.ru Nineteen seats. Aft owner’s private stateroom with a double bed and private lavatory. 2 forward crew rest areas. Galley with three refrigerators. Three 42”, two 32”, two 20”, two 15” video monitors. Maximum range 7000km(3780nm).

Additional Fuel Tanks System, composed of eleven auxiliary fuel tanks (2200 gal or 6680 kg). One original aft auxiliary fuel tank (784 gal or 2374 kg). AC meets requirements for RVSM/MNPS/CATIIIa/TCASII Change 7/EGPWS/ICAO An16 Vol1 Ch4. Iridium ICS-200 Satcom.

Tel: +43 (0) 676 720 4239 Email: busjetsale@gmail.com Bombardier BD100-1A-10 ( Challenger 300), Certification: Aug-2008, In Service: Dec-2008, Power by the hour Programmes: Airframe: JSSI (renewal pending), ENG: JSSI (renewal pending), APU: JSSI (renewal pending), Airframe/Engines/APU: All data as of 4-Jan-2014: AIRFRAME: TSN: 2000:08hrs and CSN: 896 cyc, ENGINE: Honeywell AS907 ( HTF7000), LH ENG- P/N:3030001-4; S/N: P118589, TSN:2008:08hrs and CSN: 903 cycles

WORLD AIRCRAFT SALES MAGAZINE – April 2014

149

P149-153 20/03/2014 14:41 Page 3

Marketplace Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade on helicopter

TTAF: Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

We are offfering our 2002 Bell 206 L4. Pictures do not

do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1695 TTSN, Two corporate owners.

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

THE WORLD’S FINEST

Business Jets, Turboprops and Helicopters

for sale at

www.AvBuyer.com and lots more...

150

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

P149-153 20/03/2014 14:42 Page 4

Marketplace Cessna Citation Mustang

Price:

Make Offer

Year:

2007

S/N:

510-0030

Reg:

N725JB

TTAF:

1343

This Mustang has been impeccably maintained and always hangared, with extremely detailed flight and maintenance records. It is priced to sell!! Hours indicated as of Feb 2014.

Maintenance Program Enrollment ‘CAMP’. Current Cescom 10 available. Garmin Synthetic Vision. Jeppesen ChartView.

Bose A20 headsets at crew positions.Second set smoke goggles at RH crew position. iPad 2 for backup charts and CP. Iridium 9505 portable satellite phone. SunFoil cockpit window shades. Life vests for crew/pax.

Location: USA, AZ

Hawker 900XP

Tel: +1 (480) 624-9000 Email: patrickc@sdlh1.com

Scottsdale Hangar One

Tel: +49 (0)821-7003-100 Email: sales@beechcraft.de

Beechcraft GmbH Price:

Please Call

Year:

2012

N-Reg, Pro Line21, 2xHF-9000, 2xFMS-6000, 2xTDR-94D XPDR, TCAS II, RVSM capable, SSFDR, Aircell & Highspeed Internet, on JSSI, with several Warranties – Aircraft like new.

S/N: Reg: TTAF:

892

Location: Europe

Cessna Citation XLS

Tel: +49 (0)821-7003-100 Email: sales@beechcraft.de

Beechcraft GmbH Price:

Please Call

Year:

2007

S/N:

EU-Reg, EU-OPS, CVR (2h), HF-1050, TCAS II, CMS-400 Checklist, Dual FMS UNS-1 ESP, AvVisor+, Aircell ST-3100, EASA German commercial certificate, CAMO+, HSI 08/2012

Reg: TTAF:

120

Location: Europe

Robinson R44 Raven II

Tel: +49 (0)172 7229100 Email: vosseler@avc.com.sg

Hans Gunter Vosseler Price:

US$ 525,000

Year:

2013

S/N:

13499

Reg:

N66HV

TTAF:

62

Aircondition, 5 Point Harness, tinted bubble Windows, BOSE A20, Xenon HID, PAI 700 Vertical compass, GNS430 with KS55A HSI, GTX330 Mode S,Kannad 406 ELT, KI203L Avionics Panel, NAT12 AA12 Intercom / Audio.

Location: USA, FL

Par Avion Ltd

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 Advertising Enquiries see Page 8

www.AvBuyer.com

WORLD AIRCRAFT SALES MAGAZINE – April 2014

151

P152_Layout 1 19/03/2014 14:54 Page 1

152

WORLD AIRCRAFT SALES MAGAZINE – April 2014

www.AvBuyer.com

Aircraft Index see Page 4

P149-153 20/03/2014 15:04 Page 6

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April 2014

World Aircraft Sales (USPS 014-911), March 2014, Vol 18, Issue No 3 is published monthly by World Aviation Communications Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: World Aircraft Sales Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices.© Copyright of World Aviation Communications Ltd. Every effort is made to ensure the accuracy of material published in World Aircraft Sales Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of World Aircraft Sales Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Next Issue copy deadline: Wednesday 9th April 2014 Advertiser’s Index 21st Century Jet Corporation ...............................154 ABACE ......................................................................148 Aero-Dienst ...............................................................141 AeroSmith/Penny............................................136-137 AIC Title Services ....................................................117 Albinati Aeronautics ................................................140 Aradian Aviation .......................................................105 Aviation Advisors .....................................................142 Aviatrade...........................................................130-131 Avjet Corporation.................................................50-51 Avpro ......................................................................10-14 Axiom Aviation ..........................................................145 Banyan..........................................................................91 Bell Aviation ..........................................................44-45 Bombardier..................................................................27 Boutsen Aviation......................................................101 Carolina Jets .............................................................144 Central Business Jets .............................................155 Charlie Bravo ..............................................................61 Conklin & de Decker ...............................................103 Corporate Aircraft Photography...........................123 Corporate AirSearch Int’l ..............................107, 146 Advertising Enquiries see Page 8

Corporate Concepts ...........................................46-47 Dassault Falcon Jet Europe....................................2-3 Donath Aircraft Services ....................................38-39 Duncan Aviation ..................................................55, 83 Eagle Aviation..............................................................31 EBACE.......................................................................118 Elliott Aviation..............................................................37 European Helicopter Expo.....................................152 Flight Display Systems..............................................85 Florida Jet Sales.......................................................143 Freestream Aircraft USA....................................34-35 General Aviation Services ........................................73 Guardian Jet..........................................................23-25 Gulfstream Pre-Owned ......................................40-41 Innotech-Execaire ...................................................128 Intellijet International .................................................6-7 Intercontinental A/C Group...................................115 Jet Support Services (JSSI) ..............................92-93 JetBrokers..............................................................52-53 Jetcraft Corporation ............................FC, 32-33, BC Jeteffect ........................................................................49 JETNET ......................................................................126

www.AvBuyer.com

John Hopkinson & Associates ....................109, 132 Lektro..........................................................................123 Leading Edge Aviation Solutions............................69 Mente Group.............................................................147 Mesinger Jet Sales ..............................................19-21 NBAA Regional Forum ...........................................124 Northern Jet Management ............................133-135 OGARAJETS........................................................28-29 Par Avion......................................................................99 PremiAir Aircraft Sales ..............................................87 Rolls-Royce .................................................................59 Sojourn Aviation ...................................................56-57 Southern Cross Aviation...........................................97 Sun Jet International......................................138, 139 Survival Products.....................................................123 Tempus Jets ...................................................................5 The Elite London ......................................................122 The Jet Business ........................................................79 The Jet Collection ......................................................43 VREF Aircraft Values ..............................................103 Wiley Rein .................................................................123 Wright Brothers Aircraft Title ................................119 WORLD AIRCRAFT SALES MAGAZINE – April 2014

153

21st Century March 19/02/2014 17:14 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989 TEL: 1.775.833.3223

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ April_CBJ November06 18/03/2014 10:08 Page 1

General Offices Minneapolis / St. Paul TEL: (952) 894-8559 FAX: (952) 894-8569 EMAIL: INFO@CBJETS.COM

Mexico office TEL: 52.55.5211.1505 CELL: 52.55.3901.1055 E-MAIL: Enrique CBJets.com

Celebrating 30 Years!

FALCON 900EXy SN121

FALCON 50EX SN255

Single Owner, Former Falcon Demonstrator, Most Systems are Triple, 2529 Total Hours, FWD & AFT Lavs, AFT Cabin Divider, MSP Gold

2 Midwestern Owners Since New, MSP Gold, Dual Laseref, Dual NZ2000's, Satcom

FALCON 50-40 SN25 FALCON 900B SN155 Always US Owned, 6400 TT, MSP Gold, Forward & Aft Lavs, Dual Aft Couches

Last Falcon 50 Ever to be Multi-million Dollar Converted, Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX Interior New 2010

FALCON 900C SN194 Single Owner, 3850 Total Hours, 2060 Cycles, MSP Gold, Standard Interior w/ Dual Aft Couches, FWD & AFT Lavs.

FALCON 20F SN470 - FALCON 900C ENGINES & APU MOD

GULFSTREAM G200 SN199

7827 TT / 5009 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1L’s w/WAAS, ETC

1960 TT / 1040 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

www.cbjets.com ALSO AVAILABLE: Gulfstream IISP SN210 * 2000 Gulfstream V w/ 5800 TT on RRCC * Falcon 900EXy SN238 (Lease Only)

Just because you no longer have connecting flights

you no longer need connections.

The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions.

Want the best value in the business? Just connect the dots. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

FEATURED INVENTORY

2007 Challenger 300 - SN 20141

1,197 Hours; 1,026 Landings - Enrolled on CAMP Engine: Honeywell HTF7000

2005 Global XRS - SN 9163 Low TTAF - Fully Programmed MTOW Increased to 99,500lbs

4-2014_Back Cover_Connections.indd 1

2012 Challenger 605 - SN 5866

Engines on GE On Point - APU on Honeywell MSP Smart Parts Plus Airframe Coverage

2011 Airbus A318 Elite 2010 Challenger 300 2002 Challenger 604 2007 Challenger 850ER 2002 CRJ 200LR 2004 Falcon 2000EX EASy 2006 Global 5000 2015 Global 5000 2014 Global 6000

Download the

2005 Global Express 2010 Global XRS 2001 Gulfstream 200 2008 Gulfstream 450 2011 Gulfstream G550 1999 Gulfstream GIVSP 1991 Hawker 1000B 2012 Lear 60XR Q1 2015 Legacy 500

2006 Falcon 900EX EASy - SN 165 New to Market - EASy II Provisions in Place Low TTAF - HUD Equipped

2012 Global 5000 - SN 9445

672 Hours; 281 Cycles - Engines Enrolled on JSSI Airframe on Smart Parts Plus

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